CN112984040A - Method and structure for converting air spring into nonlinear variable stiffness under overload condition - Google Patents
Method and structure for converting air spring into nonlinear variable stiffness under overload condition Download PDFInfo
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- CN112984040A CN112984040A CN202110215684.7A CN202110215684A CN112984040A CN 112984040 A CN112984040 A CN 112984040A CN 202110215684 A CN202110215684 A CN 202110215684A CN 112984040 A CN112984040 A CN 112984040A
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- air spring
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
- F16F15/04—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using elastic means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
- F16F15/022—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using dampers and springs in combination
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
- F16F15/023—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using fluid means
- F16F15/0232—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using fluid means with at least one gas spring
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Fluid-Damping Devices (AREA)
Abstract
The invention discloses a method and a structure for converting an air spring into nonlinear variable stiffness under an overload condition, wherein the structure comprises a stop boss arranged on the bottom surface of an upper cover plate of an air bag and a stop groove arranged on the top surface of a top plate of an auxiliary spring; the horizontal section of the stop boss is a circular section. The advantages are that: when the air spring is overloaded in the horizontal direction, the swinging coordination of the air spring among all carriages of the train in the running process can be obviously improved, and the damage to a train body structure and the discomfort of passengers are avoided.
Description
Technical Field
The invention relates to a method and a structure for converting an air spring into nonlinear variable stiffness under an overload condition, and belongs to the technical field of rail transit.
Background
The air spring is arranged between the train body and the bogie, and plays the roles of supporting the weight of the train body, reducing vibration and noise. The air spring mainly comprises an upper air bag and a lower auxiliary spring.
The damping of a common air spring in the horizontal direction is mainly borne by an air bag with relatively low rigidity whether the air spring is on a straight line or a curve line and whether the air spring is on acceleration or deceleration and parking, and the air spring has approximately linear rigidity characteristics. Therefore, when the vehicle passes through a curve road section, due to the linear characteristic of the horizontal rigidity of the air spring airbag, the vehicle either slows down or the swing amplitude of the vehicle is increased during passing, so that the swing amplitude is too large, the protection of a vehicle body structure is not facilitated, and the driving comfort is reduced; when the vehicle is started to accelerate or decelerate for parking, the deceleration must be slowly increased, otherwise, excessive front-back displacement between the vehicle body and the bogie occurs, the vehicle body structure is endangered, and passengers are uncomfortable.
In order to solve the problems, the prior art adopts a stop structure arranged between an air bag and an auxiliary spring to solve the problems, the structure is that a circular stop groove is arranged on the top surface of a top plate of the auxiliary spring, a downward cylindrical stop boss is arranged on the lower bottom surface of a cover plate of the air bag, after a vehicle falls, the cylindrical stop boss is positioned in the circular stop groove, and the distance is reserved between the outer peripheral surface of the cylindrical stop boss and the inner wall of the circular stop groove. Under normal operation conditions, the airbag bears approximately linear variable stiffness vibration reduction of the vehicle body in the horizontal direction (including but not limited to the transverse direction and the longitudinal direction), and if the vehicle body is subjected to high-speed passing curve or deceleration with large resistance, the stop boss touches the inner wall of the circular stop groove, so that the auxiliary spring with higher stiffness directly participates in vibration reduction, and the swinging amplitude of the vehicle body in the horizontal direction is restrained.
Because the stop boss in the stop structure is cylindrical and the stop groove is also circular, the distance of the stop boss transversely touching the inner wall of the stop groove is equal to the distance of the stop boss longitudinally touching the inner wall of the stop groove in practical application, so that the transverse swing amplitude is too large and the longitudinal swing amplitude is too small when the vehicle body passes through a curve. The actual ideal effect is that the required transverse swing is small and the longitudinal swing can be large. Because the transverse swing is mainly caused when the train passes through the curve, but the track curve radiuses of the tracks where the carriages pass through the curve are not completely the same, if the transverse swing amplitude of a certain carriage is too large, the transverse swing amplitude must be inconsistent and inconsistent with that of the adjacent connected carriages, so that the transverse swing amplitude not only has adverse effect on a train body structure, but also can influence the comfort of passengers. The longitudinal swing is mainly caused by the fact that the train is decelerated through braking (including rapid acceleration), the forward or backward swing amplitude of each carriage of the whole train caused by the longitudinal acceleration and deceleration can be consistent, so that the longitudinal swing can be allowed to have larger amplitude (certainly not too large), and the longitudinal swing amplitude of the train body is properly increased, so that the protection of the train body structure is facilitated, and the discomfort of passengers is relieved.
Disclosure of Invention
The invention mainly solves the technical problems that: in the prior art, a stop structure between an air bag and an auxiliary spring of an air spring limits the amplitude of oscillation of a train body in all directions of a horizontal plane, so that the transverse amplitude of oscillation of a part of a train compartment on a curve is too large (relative to an ideal value), and the longitudinal amplitude of oscillation of the train is limited too early during acceleration and deceleration so that the longitudinal amplitude of oscillation is small.
Aiming at the problems, the technical scheme provided by the invention is as follows:
a method for converting an air spring into nonlinear rigidity change under an overload condition is characterized in that a downward stop boss is arranged on the lower bottom surface of an upper cover plate of an air bag of the air spring, a stop groove is arranged on the upper top surface of a top plate of an auxiliary spring of the air spring, the stop boss is positioned in the stop groove, and the transverse distance between the stop boss and the inner wall of the stop groove is smaller than the longitudinal distance between the stop boss and the inner wall of the stop groove.
Preferably, the air spring is converted into the non-linear stiffness change under the overload condition by arranging the stop boss as a lower convex body with a circular horizontal section, arranging the stop groove as an oval shape, and making the large radius direction of the stop groove consistent with the train running direction.
Preferably, the first inner wall of the stopper groove is an inward-folded inclined surface, and the outer peripheral surface of the stopper boss corresponding to the first inner wall is an outer conical surface I matched with the profile of the first inner wall.
Preferably, the method for converting the air spring into the nonlinear variable stiffness under the overload condition is that the center of the bottom of the stop groove is taken as the center of a circle, a stop hole with the diameter larger than that of the stop boss is formed, an annular friction plate is arranged on a top plate outside the stop groove, after the air bag is deflated, the bottom surface of the upper cover plate is pressed on the friction plate, the stop boss is inserted into the stop hole, under the action of a horizontal force applied by a carriage, the upper cover plate can slide on the friction plate under the friction resistance, and the sliding distance of the upper cover plate is limited by the offset of the stop boss in the stop hole.
Preferably, in the method for converting the air spring into the nonlinear variable stiffness under the overload condition, the second inner wall of the stop hole is an inner conical surface, and the outer peripheral surface of the stop boss corresponding to the second inner wall is an outer conical surface matched with the profile of the second inner wall.
A structure for converting an air spring into nonlinear variable stiffness under an overload condition comprises a stop boss arranged on the bottom surface of an upper cover plate of an air bag and a stop groove arranged on the top surface of a top plate of an auxiliary spring, wherein under a running condition, the stop boss is positioned in the stop groove, a distance is reserved between the outer peripheral surface of the stop boss and the inner wall of the stop groove, the horizontal section of the stop groove is oval, and the long diameter direction of the stop groove is consistent with the running direction of a train; the horizontal section of the stop boss is a circular section.
Furthermore, the first inner wall of the stop groove is an inclined plane with the lower part thereof radially inwardly contracted, and the outer peripheral surface of the stop boss corresponding to the first inner wall is an outer conical surface I matched with the profile of the first inner wall.
Furthermore, the bottom of the stop groove is provided with a stop hole which is communicated up and down, the circle center of the stop hole is positioned at the center of the bottom of the stop groove, an annular friction plate is arranged on a top plate outside the stop groove, when the air bag leaks air, the bottom surface of the upper cover plate is pressed on the friction plate, the stop boss is positioned in the stop hole, and the upper cover plate can slide on the friction plate under the action of force in the horizontal direction applied by the carriage.
Furthermore, the inner wall II of the stop hole is in an inner conical surface shape, and the outer peripheral surface of the stop boss corresponding to the inner wall II is an outer conical surface II matched with the surface of the inner wall II.
Furthermore, the stop hole is an elliptical hole, the diameter of the stop boss at the section of the outer conical surface II is smaller than the short diameter of the stop hole, and the short diameter of the stop hole is smaller than the short diameter of the stop groove in the elliptical shape above.
The invention has the advantages that:
1. when the air spring is overloaded in the horizontal direction, the auxiliary spring can directly participate in vibration reduction according to the variable stiffness requirements of different angles, so that the swing amplitude of a train in each direction can be more reasonably controlled, the swing coordination of the train in the running process among carriages is obviously improved when the train is accelerated, decelerated and passes through curves quickly, and the damage to a train body structure and the discomfort of passengers are avoided.
2. Under the air bag air leakage state of the air spring, under special working conditions such as extremely special air leakage emergency braking or over-small curves and the like, nonlinear variable stiffness needs to be realized quickly, and the vehicle body can be properly restrained from swinging in the horizontal direction, particularly in the transverse direction.
Drawings
FIG. 1 is a schematic cross-sectional view of the air spring in a configuration in which the air spring is capable of turning to non-linear stiffening during an overload condition.
Fig. 2 is a perspective view of a top plate provided with a stopper groove and a stopper hole.
Fig. 3 is a partial schematic view of fig. 1.
Fig. 4 is a schematic cross-sectional view of the contact and attachment of the first outer conical surface of the stop boss and the first inner wall of the stop groove when the air spring is overloaded along the horizontal direction, and the figure shows that the auxiliary spring directly participates in vibration damping under the condition, and the whole air spring is converted from the approximately linear variable stiffness to the nonlinear variable stiffness in the swing process of the vehicle body.
Fig. 5 is a schematic cross-sectional view showing that the upper cover plate falls down and presses the friction plate after the air bag is deflated, and the second outer conical surface of the stop boss and the second inner wall of the stop hole touch and attach when the air spring is in an overload condition along the transverse direction.
In the figure: 1. an auxiliary spring; 2. an air bag; 3. an upper cover plate; 4. a top plate; 5. a stop boss; 51. a first outer conical surface; 52. a second outer conical surface; 6. a stop groove; 61. an inner wall I; 7. a stop hole; 71. an inner wall II; 8. a friction plate.
Detailed Description
As shown in figure 1, the left and right air springs of the train are respectively arranged between a bogie and a carriage to play roles of supporting the weight of the train body and reducing vibration and noise, and mainly comprise an auxiliary spring 1 at the lower part and an air bag 2 at the upper part, wherein the auxiliary spring 1 is made of rubber with higher rigidity, a round top plate 4 is arranged at the upper top part of the auxiliary spring, a round upper cover plate 3 is arranged above the top plate 4, and the peripheries of the top plate 4 and the upper cover plate 3 are wrapped and sealed by rubber sheets to form the air bag 2 capable of inflating and expanding. Under the inflation state, there is a distance between the upper cover plate 3 and the top plate. The rigidity of the air bag is lower than that of the auxiliary spring 1, and the variable rigidity of the air bag in the horizontal direction (including but not limited to the transverse direction and the longitudinal direction) is approximately linear.
As shown in figures 1-3, a method for converting an air spring into nonlinear stiffness change under an overload condition is to arrange a downward stop boss 5 on the lower bottom surface of an upper cover plate 3 of an air bag 2 of the air spring, and arrange a stop groove 6 on the upper top surface of a top plate 4 of an auxiliary spring 1 of the air spring, so that the stop boss 5 is positioned in the stop groove 6, and the transverse distance between the stop boss 5 and a first 61 inner wall of the stop groove 6 is smaller than the longitudinal distance between the stop boss 5 and the first 61 inner wall of the stop groove 6. By adopting the method, when a train rapidly passes through a curve, the transverse offset of the stop boss 5 can be smaller and can be touched with the inner wall of the stop groove 6, so that the auxiliary spring 1 with higher rigidity is forced to directly participate in transverse vibration damping, and the air spring is converted from approximately linear rigidity changing to nonlinear rigidity changing under the transverse overload condition. When the train is accelerated and decelerated suddenly, the stop boss 5 can touch the inner wall of the stop groove 6 only when the longitudinal offset is large, so that the auxiliary spring 1 with high rigidity is forced to directly participate in longitudinal vibration reduction, and the air spring is converted from approximately linear rigidity changing to nonlinear rigidity changing under the condition of longitudinal overload. The swing amplitude of the train in all directions can be controlled more reasonably, the swing coordination of the train in the running process among all carriages is obviously improved during rapid acceleration, rapid deceleration and rapid curve passing, and damage to a train body structure and discomfort of passengers are avoided.
Preferably, the air spring is converted into the nonlinear stiffness change under the overload condition by arranging the stop boss 5 as a lower convex body with a circular horizontal section, arranging the stop groove 6 as an ellipse, and making the large radius direction of the stop groove 6 consistent with the train running direction. By adopting the method, the transverse offset of the stop boss 5 in the stop groove 6 is smaller than the longitudinal offset, and the swing amplitude of the train in any direction can be controlled within a reasonable range.
As shown in fig. 3 and 4, preferably, the method for converting the air spring to the nonlinear stiffness change under the overload condition is to set the inner wall one 61 of the stopper groove 6 as an inward-folded inclined surface, and set the outer peripheral surface of the stopper boss 5 corresponding to the inner wall one 61 as an outer conical surface one 51 matched with the profile surface of the inner wall one 61. When the train carriage pushes the upper cover plate 3 to continuously increase the swing amplitude under the action of the elastic resistance of the air bag 2, the first outer conical surface 51 of the stop boss 5 touches the first inner wall 61 of the stop groove 6, and the first outer conical surface 51 can be attached to the first inner wall 61. Due to the fact that the smoothness of the track is limited, vertical vibration is continuously generated in the process that the train swings in the horizontal direction during running, the outer conical surface I51 of the stop boss 5 can slide up and down on the inclined inner wall I61 of the stop groove 6 by adopting the method, and when the outer conical surface I51 of the stop boss 5 slides down on the inclined inner wall I61, the inclined inner wall I61 has the function of guiding the stop boss 5 to the center of the stop groove 6.
As shown in fig. 3-5, preferably, the method for converting the air spring into the nonlinear stiffness change under the overload condition is to use the center of the bottom of the stop groove 6 as the center of the circle, further open a stop hole 7 with a diameter larger than that of the stop boss 5, and set an annular friction plate 8 on the top plate 4 outside the stop groove 6, after the air bag 2 is deflated, the bottom surface of the upper cover plate 3 is pressed on the friction plate 8, and the stop boss 5 is inserted into the stop hole 7, so that the upper cover plate 3 can slide on the friction plate 8 under the action of the horizontal force applied by the vehicle compartment, and the sliding distance is limited by the offset of the stop boss 5 in the stop hole 7. Thus, even if the air bag 2 is deflated, the air spring can still maintain the change of the elastic rigidity in each direction similar to that before the deflation.
Preferably, the second inner wall 71 of the stopper hole 7 is an inner tapered surface, and the outer peripheral surface of the stopper boss 5 corresponding to the second inner wall 71 is an outer tapered surface 52 matching the profile of the second inner wall 71. The conical surface fit also has the function of centripetally guiding the stop boss 5.
As shown in fig. 1-5, the structure for converting the air spring into nonlinear stiffness change under the overload condition comprises a stop boss 5 arranged on the bottom surface of an upper cover plate 3 of an air bag 2 and a stop groove 6 arranged on the top surface of a top plate 4 of an auxiliary spring 1, wherein the stop boss 5 is positioned in the stop groove 6 under the operation condition, a distance is reserved between the outer peripheral surface of the stop boss 5 and an inner wall 61 of the stop groove 6, the horizontal section of the stop groove 6 is oval, and the long diameter direction of the stop groove is consistent with the running direction of a train; the horizontal section of the stop boss 5 is a circular section. This is so arranged that the stop boss 5 is laterally offset within the stop slot 6 by a distance less than the longitudinal offset.
The inner wall I61 of the stop groove 6 is an inclined surface with the lower part being contracted inwards in the radial direction, and the outer peripheral surface of the stop boss 5 corresponding to the inner wall I61 is an outer conical surface I51 matched with the profile of the inner wall I61. Therefore, the stop boss 5 can be centripetally guided at the upper end of the inclined surface of the inner wall of the stop groove 6 when the air spring vibrates vertically.
The bottom of the stop groove 6 is provided with a stop hole 7 which is communicated up and down, the circle center of the stop hole 7 is positioned at the center of the bottom of the stop groove 6, an annular friction plate 8 is arranged on the top plate 4 outside the stop groove 6, when the air bag 2 is deflated, the bottom surface of the upper cover plate 3 is pressed on the friction plate 8, the stop boss 5 is positioned in the stop hole 7, and the upper cover plate 3 can slide on the friction plate 8 under the action of force in the horizontal direction applied by a carriage. By means of the arrangement, after the air bag 2 is deflated, the effect that the air spring can still maintain the change of the elastic rigidity in each direction similar to that before decompression is achieved.
The second inner wall 71 of the stop hole 7 is an inner conical surface, and the outer peripheral surface of the stop boss 5 corresponding to the second inner wall 71 is an outer conical surface 52 matched with the surface of the second inner wall 71. The function of the device is as described above, and the device still facilitates centripetal guidance in the vertical vibration reduction process.
As shown in fig. 1, 2 and 5, the stop hole 7 is also an elliptical hole, the diameter of the stop boss 5 at the section where the second external conical surface 52 is located is smaller than the short diameter of the stop hole 7, and the short diameter of the stop hole 7 is smaller than the short diameter of the upper elliptical stop groove 6. When the air bag 2 is deflated, the bottom surface of the upper cover plate 3 presses on the friction plate 8, the stop boss 5 is positioned in the stop hole 7, the upper cover plate 3 can slide on the friction plate 8 under the action of the horizontal force applied by the carriage, and the stroke of the stop boss 5 moving transversely in the stop hole 7 is shorter than that of the stop groove 6. With this arrangement, it is necessary to appropriately suppress the horizontal, especially lateral, swing of the vehicle body in advance, in a severe operating condition actually after the airbag 2 is deflated. It should be further noted that the technical measures for inhibiting the vehicle body from swinging in the horizontal direction, especially transversely in advance, are temporary measures which are not available in the severe operating conditions, and once the conditions occur, the air spring can be replaced and repaired at a proper station as soon as possible.
The above-described embodiments are intended to illustrate the invention more clearly and should not be construed as limiting the scope of the invention covered thereby, any modification of the equivalent should be considered as falling within the scope of the invention covered thereby.
Claims (10)
1. A method for converting an air spring into nonlinear stiffness change under an overload condition is characterized in that a downward stop boss (5) is arranged on the lower bottom surface of an upper cover plate (3) of an air bag (2) of the air spring, a stop groove (6) is arranged on the upper top surface of a top plate (4) of an auxiliary spring (1) of the air spring, and the stop boss (5) is positioned in the stop groove (6), and the method is characterized in that: the transverse distance between the stop boss (5) and the first inner wall (61) of the stop groove (6) is smaller than the longitudinal distance between the stop boss (5) and the first inner wall (61) of the stop groove (6).
2. The method of claim 1, wherein the method comprises converting the air spring to a non-linear stiffness change during an overload condition, wherein the method comprises: the stop boss (5) is arranged into a lower convex body with a circular horizontal section, the stop groove (6) is arranged into an oval shape, and the large radius direction of the stop groove (6) is consistent with the running direction of the train.
3. The method of claim 2, wherein the method comprises converting the air spring to a non-linear stiffness change during an overload condition, wherein the method comprises: a first inner wall (61) of a stop groove (6) is set to be an inward-folded inclined surface, and the outer peripheral surface of a stop boss (5) corresponding to the first inner wall (61) is set to be a first outer conical surface (51) matched with the profile of the first inner wall (61).
4. The method of claim 2, wherein the method comprises converting the air spring to a non-linear stiffness change during an overload condition, wherein the method comprises: the bottom center of a stop groove (6) is taken as the center of a circle, a stop hole (7) with the diameter larger than that of a stop boss (5) is formed, an annular friction plate (8) is arranged on a top plate (4) outside the stop groove (6), after an air bag (2) is deflated, the bottom surface of an upper cover plate (3) is pressed on the friction plate (8), the stop boss (5) is inserted into the stop hole (7), under the action of horizontal force applied by a vehicle body, the upper cover plate (3) can slide on the friction plate (8) under the action of friction resistance, and the sliding distance is limited by the offset of the stop boss (5) in the stop hole (7).
5. The method of claim 4, wherein the method comprises converting the air spring to a non-linear stiffness under an overload condition, wherein the method comprises: and a second inner wall (71) of the stopping hole (7) is set to be an inner conical surface, and the outer peripheral surface of the stopping boss (5) corresponding to the second inner wall (71) is set to be an outer conical surface (52) matched with the profile of the second inner wall (71).
6. The utility model provides a structure that air spring turned into nonlinearity and becomes rigidity under overload condition, includes that establish the backstop boss (5) of upper cover plate (3) bottom surface of gasbag (2) and establish in backstop groove (6) of roof (4) top surface of supplementary spring (1), under the operating condition, backstop boss (5) are located backstop groove (6), have the interval between the outer peripheral face of backstop boss (5) and the inner wall (61) of backstop groove (6), its characterized in that: the horizontal section of the stop groove (6) is oval, and the long diameter direction of the stop groove is consistent with the running direction of the train; the horizontal section of the stop boss (5) is a circular section.
7. The air spring to nonlinear stiffness conversion structure of claim 6 wherein: the first inner wall (61) of the stopping groove (6) is an inclined surface with the lower part being radially inwards folded, and the outer peripheral surface of the stopping boss (5) corresponding to the first inner wall (61) is a first outer conical surface (51) matched with the profile of the first inner wall (61).
8. The air spring to nonlinear stiffness conversion structure of claim 7 wherein: the bottom of backstop groove (6) is seted up one communicating backstop hole (7) from top to bottom, and the centre of a circle of backstop hole (7) is located the center of the bottom of backstop groove (6), is equipped with annular friction plate (8) on top plate (4) outside backstop groove (6), and after gasbag (2) lost heart, the bottom surface pressure of upper cover plate (3) is on friction plate (8), and backstop boss (5) are located backstop hole (7), and under the effect of the horizontal direction's that the carriage was applyed power, upper cover plate (3) can be done on friction plate (8) and receive frictional resistance's skating.
9. The air spring to nonlinear stiffness conversion structure of claim 8 wherein: the inner wall II (71) of the stopping hole (7) is in an inner conical surface shape, and the outer peripheral surface of the stopping boss (5) corresponding to the inner wall II (71) is an outer conical surface II (52) matched with the profile of the inner wall II (71).
10. The air spring to nonlinear stiffness conversion structure of claim 9 wherein: the stop hole (7) is an elliptical hole, the diameter of the stop boss (5) at the section where the outer conical surface II (52) is located is smaller than the short diameter of the stop hole (7), and the short diameter of the stop hole (7) is smaller than the short diameter of the stop groove (6) which is elliptical above.
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| CN202110215684.7A CN112984040B (en) | 2021-02-26 | 2021-02-26 | Method and structure for converting air spring into nonlinear variable stiffness under overload condition |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202110215684.7A CN112984040B (en) | 2021-02-26 | 2021-02-26 | Method and structure for converting air spring into nonlinear variable stiffness under overload condition |
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| CN112984040B CN112984040B (en) | 2022-11-22 |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN204871045U (en) * | 2015-09-06 | 2015-12-16 | 株洲时代新材料科技股份有限公司 | Air spring |
| CN106662188A (en) * | 2014-09-05 | 2017-05-10 | 株式会社普利司通 | Air spring device |
| CN207583916U (en) * | 2017-11-13 | 2018-07-06 | 株洲时代新材料科技股份有限公司 | A kind of combination type air spring system |
| CN108547903A (en) * | 2018-07-12 | 2018-09-18 | 中铁磁浮科技（成都）有限公司 | A kind of air spring that lateral stiffness is provided |
| CN210284226U (en) * | 2019-07-03 | 2020-04-10 | 中车青岛四方车辆研究所有限公司 | Air spring and vehicle |
-
2021
- 2021-02-26 CN CN202110215684.7A patent/CN112984040B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106662188A (en) * | 2014-09-05 | 2017-05-10 | 株式会社普利司通 | Air spring device |
| CN204871045U (en) * | 2015-09-06 | 2015-12-16 | 株洲时代新材料科技股份有限公司 | Air spring |
| CN207583916U (en) * | 2017-11-13 | 2018-07-06 | 株洲时代新材料科技股份有限公司 | A kind of combination type air spring system |
| CN108547903A (en) * | 2018-07-12 | 2018-09-18 | 中铁磁浮科技（成都）有限公司 | A kind of air spring that lateral stiffness is provided |
| CN210284226U (en) * | 2019-07-03 | 2020-04-10 | 中车青岛四方车辆研究所有限公司 | Air spring and vehicle |
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| CN112984040B (en) | 2022-11-22 |
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