WO2017012112A1

WO2017012112A1 - Oil damper for train

Info

Publication number: WO2017012112A1
Application number: PCT/CN2015/084911
Authority: WO
Inventors: 童欣
Original assignee: 童欣
Priority date: 2015-07-23
Filing date: 2015-07-23
Publication date: 2017-01-26

Abstract

Provided is an oil damper for a train, comprising a damping oil cylinder (01), a pressure boost oil tank (02) and a dirt-proof boot assembly (03). The damping oil cylinder (01) comprises a cylinder bottom assembly (11), a cylinder barrel (12), a piston assembly (13) and a guide bushing (14). The cylinder bottom assembly (11) comprises a base (121), an unloading valve (09) installed in reverse, a fixed throttle damping device (87) and a check valve (08) in forward installation. The piston assembly (13) comprises a piston rod (130), a piston body (131), an unloading valve (06), a variable damping valve (05, 07) and a fixed throttle damping device (82). The unloading valve (09, 06), the variable damping valve (05, 07) and the check valve (08) all comprise a ball valve seat (81), a ball valve (82), a ball-valve pressing cap (83) and a spring (84). The ball valve seat (81) comprises a connection end (811) and a guide end (812). The ball-valve pressing cap (83) is situated above the ball valve seat (81) and sleeved in a matching manner therewith around the guide end (812). The spring (84) is sleeved on the ball-valve pressing cap (83). The connection end (811) of the ball valve seat (81) is screwed into and bonded in a sealing manner within a mounting hole of the base (121) or a piston body (131). During operation of the train damper, the ball-valve pressing cap and the ball valve seat will not easily disengage, deflect or cause leakage. The damper has the advantages of a stable operation, a good damping effect, a long service life and a low manufacturing cost.

Description

Train hydraulic shock absorber

Technical field

The present invention relates to a damper, and more particularly to a liquid damper having a single cylinder and a piston separating it from two working chambers.

Background technique

The hydraulic damper used on the train is a hydraulic damper unit that improves the ride comfort and safety of the fast train. Its function is to transform the mechanical energy formed by the coupled vibration generated by the rail and the train wheel frame into thermal energy loss through hydraulic damping. In the air. The existing hydraulic damper includes a hydraulic cylinder, a cylinder bottom is connected at one end of the hydraulic cylinder, and a guide sleeve is connected at the other end. The hydraulic cylinder is provided with a piston matched with the hydraulic cylinder, and the piston rod of the piston is self-guided from the inner hole of the guide sleeve. The upper end is connected with an upper mounting shaft, a sealing ring is arranged between the guiding sleeve and the piston rod, a lower mounting shaft is connected to the bottom of the cylinder, and an outer casing is arranged on the outer side of the oil cylinder, and one end of the outer casing is connected with the lower mounting shaft, and another One end is connected to the guide sleeve, and an air bag is arranged in the oil storage tank formed between the oil cylinder and the outer casing. The Chinese invention patent No. ZL200610171561.3 discloses a train hydraulic shock absorber in which an unloading valve, two variable damping valves and a fixed throttling are mounted on a piston body constituting a piston assembly. Damping device, the base is equipped with an unloading valve. These unloading valves and variable damping valves are ball valves. Since the valve seat and the valve core are independent of each other, the gap between the spring seat and the spring of the valve core is large, and the ball valve is operated at the time. The valve seat and the valve core are not easy to be centered, easy to leak, unstable in operation, easy to vibrate, and have poor vibration damping effect. In addition, two "0" are used between the piston rod and the guide sleeve in the hydraulic shock absorber of the train disclosed in the patent. The sealing ring is sealed. When working, due to the large amplitude of the piston rod, up to 12mm, during the movement, the friction between the piston rod and the guiding sleeve is easy to scratch the surface of the piston rod, and the scratched piston rod will guide The sleeve and the seal between the guide sleeve and the piston rod are scratched, the seal is broken, and the life is short; and the fixed throttle damping device used in the piston assembly and the base assembly of the invention patent Sealing is used between the base and the piston by a sealing ring. During the assembly process, the sealing ring is easily cut and is not easily found. The cut sealing ring fragments are easy to block the orifice and lose the throttling function; The rubber bellows used in the damper invention patent is located inside the metal shroud, occupying a large space, making the length of the entire damper larger, the stroke of the piston assembly becoming shorter, and the lower end of the metal shroud and the pressurized fuel tank casing There is a gap between them, and the metal parts in the shield are susceptible to pollution and rust, which shortens the service life; the airbag in the hydraulic tank of the inflated fuel tank of the invention is composed of two independent flat pocket-shaped airbags. After the airbag is clamped at both ends by the clamp, it is inserted into the oil storage cylinder from one end. The process is complicated, the assembly is difficult, the airbag seal is fatigued and easy to be disengaged, the work reliability is poor, the service life is less than 6 months, and the price is high. In addition, the one-way valve spool on the base of the damping cylinder has a large stroke, the spring is easy to fatigue and break, the working life is short, less than 10 million times, and the service life is only about 12 months.

Summary of the invention

The object of the present invention is to overcome the above disadvantages and provide a train hydraulic shock absorber with stable operation, small vibration, good vibration damping effect, long service life, safety and reliability, and low price.

In order to achieve the above object, the technical solution of the present invention is: a train hydraulic damper comprising a damper cylinder and a supercharged oil tank and a dust jacket assembly coaxially fitted therewith, the damper cylinder including a cylinder a bottom assembly, a cylinder barrel, a piston assembly and a guide sleeve, the cylinder bottom assembly including a base, an unloading valve reversely mounted on the base, a fixed throttle damping device on the base, and a single positively mounted on the base To the valve, the piston assembly includes a piston rod, a piston body, an unloading valve and a variable damping valve mounted on the piston body in reverse, a variable damping valve and a piston body fixedly mounted on the piston body The throttle damper device, the unloading valve, the variable damper valve and the one-way valve respectively comprise a ball valve seat, a ball valve, a ball valve pressure cap and a spring, wherein a central hole of the ball valve seat and a central hole of the ball valve pressure cap are located on the same axis, The ball valve is located in a central hole of the ball valve pressing cap, the ball valve seat includes a connecting end and a guiding end, the guiding end has an outer diameter smaller than an outer diameter of the connecting end, and the ball valve pressing cap is provided on an outer circular surface Radial boss, a radial through hole communicating with a central hole of the ball valve pressing cap is disposed on the ball valve pressing cap, and the ball valve pressing cap is disposed above the ball valve seat and fits on the guiding end of the ball valve seat, a spring sleeve is disposed on the ball valve pressing cap, and one end of the spring abuts against an upper end surface of the radial boss and the other end abuts against a mounting hole wall of the base or the piston body, the ball valve seat The connecting end is connected to the mounting hole of the base or the piston body and is fixed by a sealant.

The train hydraulic damper of the present invention, wherein the fixed throttle damper on the base has the same structure as the fixed throttle damper on the piston body, and each of the fixed throttle dampers has two opposite directions The throttle plug is constructed, and each throttle plug is screwed into one side of the base or the piston body and bonded with a sealant.

The train hydraulic damper of the present invention, wherein the mounting hole on the base on which the one-way valve is mounted is provided with a limiting step for restricting the upward movement of the ball valve pressing cap, and the upper end surface of the radial boss of the ball valve pressing cap The gap between the limit step and the limit step is 1 mm.

The train oil pressure damper of the present invention, wherein the elastic air bag in the pressurized oil tank is a cylindrical body, and both ends thereof are sealed by a sealing device, and the sealing device comprises an annular pressing cap and a sealing ring placed therein The sleeve is slidably fitted on the cylinder, and both ends of the cylindrical body are clamped between the annular compression cap and a fixing nut screwed thereto, the fixing nut The outer end abuts against the bowl edge of the elastic support bowl, and the bottom of the elastic support bowl is respectively clamped between the base or the guide sleeve and the end of the cylinder.

The train oil pressure damper of the present invention, wherein the dust jacket assembly comprises a dust jacket end cover, a dust jacket and a rubber bellows, wherein the rubber bellows is hooped on the outer wall of the pressurized fuel tank at one end, and One end of the dust jacket is fastened to the outer wall of the dust jacket, and the upper end of the dust jacket is fixed to the dust jacket end cover, and the dust jacket end cover is fixed to the piston rod.

In the train hydraulic damper of the present invention, the bottom of the base is a conical surface, and the inner side of the bottom cover of the pressurized fuel tank is provided with a conical surface, and the conical surface of the pressurized oil tank is adapted to the conical surface of the base.

In the train hydraulic damper of the present invention, the angle between the conical surface on the base and the axis of the cylinder is 20-25°.

The train hydraulic damper of the present invention, wherein the top of the piston rod and the bottom of the bottom cover of the pressurized fuel tank are fixed with a flexible joint bearing, and the flexible joint bearing is made of vulcanized rubber between the outer ring and the hinge shaft. A layer of elastic material.

The train hydraulic damper of the present invention, wherein a guide seal ring is disposed between the guide sleeve and the piston rod, and the guide seal ring is made of a filled polytetrafluoroethylene material.

The train hydraulic damper of the present invention, wherein the one-way valves that are positively mounted on the base are two.

After adopting the above solution, compared with the prior art, the unloading valve, the variable damping valve and the check valve on the train hydraulic damper of the present invention include a ball valve seat, a ball valve, a ball valve pressing cap and a spring, and the ball valve seat includes a connection. At the end and the guiding end, the ball valve pressing cap is located above the ball valve seat and the ball valve pressing cap is sleeved on the guiding end. Therefore, during use, the ball valve pressing cap and the ball valve seat are not easily disengaged, are not easy to be skewed, are not easy to leak, work stably, and have good vibration damping effect. The service life is long, and the unloading valve, the variable damping valve and the check valve used on the entire damper have the same structure, so that mass production and manufacturing cost can be easily realized.

The train hydraulic damper of the present invention will be specifically described below with reference to the accompanying drawings.

DRAWINGS

Figure 1 is a structural view of a train hydraulic damper of the present invention;

Figure 2 is a cross-sectional view taken along line A-A of Figure 1;

Figure 3 is a bottom view of the cylinder bottom assembly;

Figure 4 is a cross-sectional view taken along line B-B of Figure 3;

Figure 5 is a cross-sectional view taken along line C-C of Figure 3;

Figure 6 is a cross-sectional view of the piston assembly of the train hydraulic damper of the present invention taken along the horizontal axis;

Figure 7 is a cross-sectional view of the piston assembly of the train hydraulic damper of the present invention taken along the longitudinal axis.

detailed description

As shown in FIG. 1 and FIG. 2, the train hydraulic damper of the present invention comprises a vibration damping cylinder 01 and a supercharged oil tank 02 and a dust jacket assembly 03 coaxially disposed therewith, and the vibration damping cylinder 01 includes a cylinder bottom assembly 11, As shown in FIG. 3, FIG. 4 and FIG. 5, the cylinder bottom assembly 11 includes a base 121, an unloading valve 09 that is reversely mounted on the base 121, and a fixed section on the base 121. The flow damper 87 and the two check valves 08 that are positively mounted on the base 121. Here, "forward" refers to the assembly direction of the ball valve seat of the unloading valve, the variable damping valve or the check valve, and the ball valve and the ball valve pressing cap. As shown in FIG. 1, FIG. 6, and FIG. 7, the piston assembly 13 includes a piston rod 130, a piston body 131, an unloading valve 06 and a variable damping valve 05 that are reversely mounted on the piston body 131, and is positively mounted on the piston body 131. The variable damping valve 07 and the fixed throttle damper 82 on the piston body, the nut 132 and the piston rod 130 are fixed and glued together by screws, and the piston body 131 passes through the shoulder of the nut 132 and the shoulder of the piston rod 130. fixed. The purpose of providing two check valves 08 on the base 121 is to increase the safety factor. As shown in FIG. 5, the check valve 08 includes a ball valve seat 81, a ball valve 82, a ball valve pressure cap 83, a spring 84, and a center hole of the ball valve seat 81. And ball valve The central hole of the pressure cap 83 is located on the same axis, the ball valve 82 is located in the central hole of the ball valve pressure cap 83, and the ball valve seat 81 includes a connecting end 811 and a guiding end 812. The outer diameter of the guiding end 812 is smaller than the outer diameter of the connecting end 811, the ball valve The outer surface of the pressure cap 83 is provided with a radial boss 831. The ball valve pressing cap 83 is provided with a plurality of radial through holes 832 communicating with the central hole of the ball valve pressing cap 83. The ball valve pressing cap 83 is located above the ball valve seat 81. Cooperating with the sleeve 812 of the ball valve seat 81, the spring 84 is sleeved on the ball valve cap 83, and the spring 84 abuts against the radial boss 831 and the other end abuts against the mounting hole wall of the base 121. The connecting end 811 of the ball valve seat 81 is screwed into the mounting hole of the base 121 and fixed by a sealant. The upper end surface of the radial boss 831 of the ball valve pressing cap 83 of the check valve 08 is mounted with the check valve 08. The limiting step 12111 on the hole wall of the base mounting hole 1211 is matched to limit the upward displacement of the ball valve pressing cap 83, that is, the compression amount of the spring 84 is restricted to increase the service life of the spring, and the upper end surface of the boss 831 and the limiting step 12111 The gap between the gaps is 1mm, and the check valve spool stroke is reduced due to the reduced clearance. It becomes smaller, the amount of spring deformation becomes smaller, the life is extended, the opening and closing can reach 20 million times, and the working period can reach 6 years; as shown in Fig. 4, Fig. 6, and Fig. 7, the unloading

valves

06, 09 and the variable damping valve 05, The structure of 07 is basically the same as that of the check valve 08, except that the springs of the unloading

valves

06, 09 and the variable damping

valves

05, 07 are different from those of the check valve 08.

As shown in FIG. 4 and FIG. 7, the fixed throttle damper device 87 on the base 121 and the fixed throttle damper device 82 on the piston body 131 have the same structure, and the fixed throttle damper device 82 is composed of two oppositely opposed throttle plugs. 821 and 822 are constructed, and the fixed throttle damper 87 is composed of two opposing

plugs

871 and 872. The throttle plugs 871, 872 are screwed into the base 121 from both sides by threads and bonded with a sealant. The throttle plugs 821, 822 are screwed into the piston body 131 from both sides by screws and bonded by a sealant. Since the fixed throttle damping device and the base or the piston body are glued and then glued, there is no need to provide a seal. In the circle, there is no problem that the sealing ring fragments block the orifice in the assembly process, which improves the working reliability and prolongs the service life of the damper.

As shown in FIG. 1 and FIG. 2, the elastic airbag 24 in the pressurized oil tank 02 is a cylindrical body, and both ends thereof are sealed by a sealing device 21, and the sealing device 21 is composed of an annular pressing cap 211 and a sealing ring 212 placed therein. The annular compression cap 211 is slidably fitted on the cylinder tube 12. The two ends of the cylindrical body are respectively clamped between the annular compression cap 211 and the fixing nut 22, and the fixing nut 22 is screwed to the annular compression cap 211. The outer end of the fixing nut 22 abuts against the bowl edge of the elastic support bowl 23, and the bottom of the elastic support bowl 23 is respectively clamped between the base 121 or the guide sleeve 14 and the end of the cylinder tube 12, because the elastic airbag is a cylinder Shape, small size, simple structure, easy processing, low cost, and because each car needs to install 15-20 or so shock absorbers, that is, 15-20 elastic air bags are required, so the overall cost of the train is greatly reduced. Increase the capacity of the oil storage chamber. In addition, since the two ends of the elastic airbag are respectively clamped between the annular compression cap and the fixing nut, it is not easy to fatigue during the working process, and the service life is prolonged, at -40 ° C - + 120 ° C, Working 20 million times without air leakage, the service life is up to 6 years.

As shown in FIG. 1 and FIG. 2, the dust jacket assembly 03 includes a dust jacket end cover 31, a dust jacket 32 and a rubber bellows 33. The rubber bellows 33 is fastened to the outer wall of the outer casing 22 of the pressurized fuel tank 02 at one end. The other end is fastened to the outer wall of the dust jacket 32. The upper end of the dust jacket 32 is welded to the dust jacket end cover 31, and the dust jacket end cover 31 is fixed to the piston rod 130. The outer wall of the fuel tank casing and the other end are hooped to the outer wall of the dust jacket, which does not affect the stroke of the piston rod and prevents the prevention The metal parts in the dust cover are contaminated and rusted, prolonging the service life.

As shown in FIG. 1 , FIG. 4 and FIG. 5 , the bottom of the base 121 is a conical surface, and the inner side of the bottom cover 25 of the pressurized oil tank 02 is also provided with a conical surface 251 , a conical surface 123 on the base and a pressurized fuel tank bottom cover 25 . The conical surface 251 is adapted, and the angle between the conical surface on the base 121 and the axis of the cylinder is 20°-25°, because the angle between the conical surface 251 of the booster tank 02 and the cylinder axis is slightly smaller than the conical surface 123 of the base 121 and The angle between the cylinder axis is easy to find the alignment during assembly, and the installation is more convenient. Four inclined grooves 122 are formed on the conical surface 123 of the cylinder base, as shown in FIG. 3 and FIG. 4, for communicating the chamber between the cylinder bottom assembly 11 and the pressurized tank bottom cover 25 and the pressurized oil tank 02. Chamber.

As shown in FIG. 2, the top of the piston rod 130 and the bottom of the bottom cover 25 of the booster tank 02 are welded with a flexible joint bearing 91. The outer ring 911 of the flexible joint bearing 91 and the hinge shaft 912 are provided with an elastic material layer 913, which is elastic. The material layer 913 is made of vulcanized rubber. Due to the layer of elastic material, when the train body vibrates, the elastic material layer is elastically deformed, compensates for the eccentric force, reduces the wear of the piston rod, and prolongs the service life of the piston rod.

As shown in FIG. 5, in the present embodiment, the one-way valve 08 that is positively mounted on the base 121 is set to two. When one of the one-way valves fails, the damper can continue to work, improving the operation of the damper. reliability.

As shown in FIG. 1 and FIG. 2, a guide seal ring 141 is provided between the guide sleeve 14 and the piston rod 130. The guide seal ring 141 is made of a known TW polytetrafluoroethylene material, wherein TW is a product code, and the advantages thereof are obtained. This material has good wear resistance, low hardness, good elasticity, good sealing performance, can withstand high pressure, and can work for a long time at -55 ° C - +250 ° C ambient temperature, so the guide sleeve 14 and A large gap can be left between the piston rods 130, up to 0.2 mm, so that the surface of the piston rod is not scratched during the movement, and the piston rod reciprocates about 20 million times without leakage.

In use, one end of the piston rod is mounted on the chassis of the locomotive through two flexible joint bearings 91, and the other end is mounted on the compartment body. When the train hydraulic damper of the present invention is compressed, as shown in FIG. 2, the piston assembly 13 is moved downward toward the base 121, and the working fluid flows from the cavity formed by the base 121 and the piston body 131 to the piston body 131 and the guide sleeve 14 via the fixed throttle damper 82 and the variable damping valve 05 on the piston body 131. In the cavity, an equal amount of working fluid formed by the piston rod 130 flows into the booster tank 02 via the fixed throttle damper 87 and the check valve 08 on the base 121; as shown in Fig. 1, when the train oil pressure is reduced by the present invention When the vibrator is stretched, the piston rod moves upward toward the sleeve 14, and the working fluid passes through the fixed throttling damping device 82 and the variable damping valve 07 on the piston body 131 in the cavity formed between the piston body 131 and the guide sleeve 14. Flowing into the cavity formed by the base 121 and the piston assembly 13, while an equal amount of working fluid formed by the piston rod 131 flows from the booster tank 02 through the chute 122 on the base 121 and the unloading valve 09 and the fixed throttle damper 87 to the base. a cavity between 121 and piston body 131 Inside, the purpose of throttling damping is achieved.

The embodiments described above are only intended to describe the preferred embodiments of the present invention, and are not intended to limit the scope of the present invention. Modifications and improvements are intended to fall within the scope of the invention as defined by the appended claims.

Industrial applicability

The train oil pressure damper of the invention can be installed between the train chassis and the train box for vibration reduction. During use, the ball valve pressure cap and the ball valve seat are not easy to be disengaged, are not easy to be skewed, are not easy to leak, work stably, and the vibration damper Good vibration damping, long service life and low manufacturing cost.

Claims

A train hydraulic damper includes a vibration damping cylinder (01) and a pressurized oil tank (02) and a dust jacket assembly (03) coaxially fitted therewith, the vibration damping cylinder (01) including a cylinder bottom a component (11), a cylinder (12), a piston assembly (13) and a guide sleeve (14), the cylinder bottom assembly (11) including a base (121) and an unloading reversely mounted on the base (121) a fixed throttle damping device (87) on the valve (09), the base (121), and a one-way valve (08) positively mounted on the base (121), the piston assembly (13) including a piston rod (130) a piston body (131), an unloading valve (06) and a variable damping valve (05) that are reversely mounted on the piston body (131), and a variable damping valve that is positively mounted on the piston body (131) (07) and a fixed throttle damping device (82) on the piston body, characterized in that the unloading valve (06, 09), the variable damping valve (05, 07) and the check valve (08) both comprise a ball valve a seat (81), a ball valve (82), a ball valve pressure cap (83), a spring (84), a center hole of the ball valve seat (81) and a center hole of the ball valve pressure cap (83) are located on the same axis, the ball valve (82) located in a center hole of the ball valve pressing cap (83), the ball valve seat (81) including a connecting end (81) 1) and a guiding end (812), the outer diameter of the guiding end (812) is smaller than the outer diameter of the connecting end (811), and the outer surface of the ball valve pressing cap (83) is provided with a radial boss ( 831), the ball valve pressing cap (83) is provided with a radial through hole (832) communicating with a central hole of the ball valve pressing cap (83), and the ball valve pressing cap (83) is located at the ball valve seat (81) The upper and matching sleeve is on the guiding end (812) of the ball valve seat (81), the spring (84) is sleeved on the ball valve pressing cap (83), and the spring (84) is end-to-end Abutting against the upper end surface of the radial boss (831) and the other end abutting against the mounting hole wall of the base (121) or the piston body (131), the connecting end of the ball valve seat (81) 811) is connected to the mounting hole of the base (121) or the piston body (131) and is fixed by a sealant.
A train hydraulic damper according to claim 1, characterized by: a fixed throttle damper (87) on said base (121) and a fixed throttle damper on said piston body (131) ( 82) The structure is the same, each of the fixed throttle damping devices (82, 87) is composed of two oppositely facing throttle plugs (821, 822, 871, 872), each throttle plug (821, 822) 871, 872) are screwed into one side of the base (121) or the piston body (131) and bonded with a sealant.
The train hydraulic damper according to claim 1 or 2, characterized in that the mounting hole (1211) on the base (121) on which the check valve (08) is mounted is provided with a limiting ball valve pressing cap (83). The upper limit step (12111), the gap between the upper end surface of the radial boss (831) of the ball valve pressing cap (83) and the limit step (12111) is 1 mm.
The train hydraulic damper according to claim 3, wherein the elastic airbag (24) in the pressurized oil tank (02) is a cylindrical body, and both ends thereof are sealed by a sealing device (21). The sealing device (21) consists of The annular compression cap (211) is composed of a sealing ring (212) disposed therein, and the annular compression cap (211) is slidably fitted on the cylinder tube (12), and the two ends of the cylindrical body are clamped Immediately between the annular compression cap (211) and a fixing nut (22) screwed thereto, the outer end of the fixing nut (22) abuts against the bowl edge of the elastic support bowl (23), The bowl bottom of the elastic support bowl (23) is clamped between the base (121) or the guide sleeve (14) and the end of the cylinder (12), respectively.
A train hydraulic damper according to claim 4, wherein said boot assembly (03) comprises a boot end cover (31), a boot (32) and a rubber bellows (33). The rubber bellows (33) is fastened to the outer wall of the pressurized oil tank (02) at one end and to the outer wall of the dust jacket (32) at the other end, and the upper end of the dust jacket (32) It is fixed to the dust jacket end cover (31), and the dust jacket end cover (31) is fixed to the piston rod (130).
The train hydraulic damper according to claim 5, wherein the bottom of the base (121) is a conical surface (123), and the bottom cover (25) of the supercharged oil tank (02) is provided on the inner side. The conical surface (251), the conical surface of the pressurized tank (02) and the conical surface of the base are adapted.
The train hydraulic damper according to claim 6, wherein the conical surface (123) on the base (121) forms an angle of 20 to 25 with respect to the axis of the cylinder.
The train hydraulic damper according to claim 7, wherein a flexible joint bearing (91) is fixed to a bottom portion of the piston rod (130) and a bottom cover (25) of the pressurized oil tank (02), A layer of elastic material (913) made of vulcanized rubber is disposed between the outer ring (911) of the flexible joint bearing (91) and the hinge shaft (912).
The train hydraulic damper according to claim 8, wherein a guide seal ring (141) is disposed between the guide sleeve (14) and the piston rod (130), and the guide seal ring (141) Made of a filled polytetrafluoroethylene material.
A train hydraulic damper according to claim 9, wherein said one-way valve (08) that is positively mounted on the base (121) has two.