CN220134512U - Two-stage rigidity shock absorber for rail transit vehicle - Google Patents
Two-stage rigidity shock absorber for rail transit vehicle Download PDFInfo
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- CN220134512U CN220134512U CN202321492539.4U CN202321492539U CN220134512U CN 220134512 U CN220134512 U CN 220134512U CN 202321492539 U CN202321492539 U CN 202321492539U CN 220134512 U CN220134512 U CN 220134512U
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- cavity
- rail transit
- auxiliary support
- support rubber
- rubber block
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- 239000006096 absorbing agent Substances 0.000 title claims abstract description 15
- 230000035939 shock Effects 0.000 title claims abstract description 11
- 208000002740 Muscle Rigidity Diseases 0.000 claims abstract description 60
- 238000013016 damping Methods 0.000 claims abstract description 29
- 230000008093 supporting effect Effects 0.000 claims abstract description 29
- 206010052904 Musculoskeletal stiffness Diseases 0.000 claims description 18
- 239000002184 metal Substances 0.000 claims description 5
- 230000000149 penetrating effect Effects 0.000 abstract 1
- 230000000694 effects Effects 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 230000004075 alteration Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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- Vibration Prevention Devices (AREA)
Abstract
The utility model discloses a secondary rigidity shock absorber for a rail transit vehicle, which comprises adjusting rubber, a hard frame, damping rubber and a hard bottom plate which are sequentially connected from top to bottom, wherein a cavity with two ends penetrating is arranged in the damping rubber, a protruding secondary rigidity supporting rubber block is arranged at the bottom of the cavity, and a certain gap is reserved between the secondary rigidity supporting rubber block and the top of the cavity.
Description
Technical Field
The utility model relates to the field of rail transit vehicles, in particular to a secondary rigidity shock absorber for a rail transit vehicle.
Background
Along with the rapid development of the rail transit vehicle technology, the rail transit vehicle brings great convenience to the travel of people, so that people can obtain quick, convenient, comfortable and safe travel experience, but jolts can be inevitably generated when the rail transit vehicle runs, and in order to reduce jolts during running, a shock absorber is generally arranged between a carriage bottom plate and a vehicle chassis.
But the existing shock absorber generally only can provide a rigidity, is difficult to ensure comfort level, brings better travel experience for passengers, and simultaneously solves the problems that the shock absorber is large in deformation and serious in loss when the load is overlarge.
Disclosure of Invention
The utility model aims to solve the technical problems that: a secondary stiffness damper for a rail transit vehicle is provided that automatically adjusts a stiffness level based on a vehicle load.
In order to solve the technical problems, the utility model provides a secondary rigidity shock absorber for a rail transit vehicle, which comprises adjusting rubber, a hard frame, damping rubber and a hard bottom plate which are sequentially connected from top to bottom, wherein a cavity with two ends being communicated is arranged in the damping rubber, a protruding secondary rigidity supporting rubber block is arranged at the bottom of the cavity, and a certain gap is reserved between the secondary rigidity supporting rubber block and the top of the cavity.
Preferably, the hard frame and the hard bottom plate are made of metal.
Preferably, a cavity with two through ends is arranged in the hard frame. The weight of the hard frame is reduced, the damping capacity of the secondary rigidity damper for the rail transit vehicle is improved, and meanwhile, materials can be saved.
Preferably, the length of the hard bottom plate is longer than that of the vibration damping rubber, and connecting holes are formed in two ends of the hard bottom plate. The two ends of the hard bottom plate are not blocked by the vibration damping rubber, so that the hard bottom plate is convenient to be connected with the underframe of the vehicle body.
Preferably, the corners of the vibration reduction rubber cavity are arc chamfer angles. And the shock-absorbing rubber is prevented from being torn under stress.
Preferably, the damping rubber is coated on the hard bottom plate, and the damping rubber is coated under the hard frame. The contact area of rubber and metal is increased, and the rubber is prevented from falling off.
Preferably, the secondary rigidity support rubber block is arranged in the center of the cavity, two auxiliary support rubber blocks are respectively arranged at two ends of the secondary rigidity support rubber block, a certain gap is reserved between the auxiliary support rubber block and the top of the cavity, and the gap between the auxiliary support rubber block and the top of the cavity is larger than the gap between the secondary rigidity support rubber block and the top of the cavity. After the secondary stiffness support rubber block is in contact with the top of the cavity to provide secondary stiffness, the auxiliary support rubber block is in contact with the top of the cavity to provide an additional level of stiffness as the load is further increased.
Preferably, the top of the cavity is a plane, the secondary rigidity supporting rubber block is a truncated cone, the top of the secondary rigidity supporting rubber block is a plane with a certain area, and the diameter of the section of the secondary rigidity supporting rubber block is gradually increased from top to bottom. The structure of the truncated cone can provide better supporting effect.
Preferably, the auxiliary support rubber block is a round table body, the top of the auxiliary support rubber block is a plane with a certain area, the diameter of the tangent plane of the auxiliary support rubber block is gradually increased from top to bottom, and the shape and the size of the two auxiliary support rubber blocks are the same as those of the two auxiliary support rubber blocks and the distance between the two auxiliary support rubber blocks and the two auxiliary support rubber blocks is the same as that between the two auxiliary support rubber blocks.
The beneficial effects of the utility model are as follows: when the rail transit vehicle is unloaded, the deformation of the damping rubber is less, the secondary rigidity supporting rubber block is not contacted with the top of the cavity, the rigidity is low at the moment, the deformation of the damping rubber is gradually increased along with the gradual increase of the load of the rail transit vehicle, and before the load of the rail transit vehicle reaches a certain degree, the secondary rigidity supporting rubber block is not contacted with the top of the cavity, the rigidity is low, the damping effect is good, and the comfort level in the carriage of the rail transit vehicle is high; after the load of the rail transit vehicle reaches a certain degree, the secondary rigidity supporting rubber block is contacted with the top of the cavity, so that the rigidity is high, and the excessive deformation of the vibration reduction rubber is avoided. Compared with the prior art, the two-stage rigidity shock absorber for the rail transit vehicle can automatically adjust the rigidity grade according to the load of the vehicle, and can improve the comfort of a carriage and avoid the loss of the vibration absorbing rubber caused by larger load.
Drawings
FIG. 1 is a front view of a secondary stiffness damper for a rail transit vehicle;
FIG. 2 is a cross-sectional view of the secondary stiffness damper for rail transit vehicle taken along line A-A;
FIG. 3 is a top view of a secondary stiffness damper for a rail transit vehicle;
FIG. 4 is a cross-sectional view of the secondary stiffness damper for rail transit vehicle of example 1 taken along line B-B;
FIG. 5 is a cross-sectional view of the secondary stiffness damper for rail transit vehicle taken along line B-B;
in the figure: 1. adjusting rubber, 2, a hard frame, 3, damping rubber, 4, a hard bottom plate, 5, a secondary rigidity supporting rubber block, 6, a connecting hole, 7 and an auxiliary supporting rubber block.
Detailed Description
The technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the drawings in the embodiments of the present utility model, in which all directional indications (such as up, down, left, right, front, and rear … …) are only used to explain the relative positional relationship, movement conditions, etc. between the components in a specific posture (as shown in the drawings), and if the specific posture is changed, the directional indications are correspondingly changed.
Example 1
A two-stage rigidity shock absorber for a rail transit vehicle comprises an adjusting rubber 1, a hard frame 2, a damping rubber 3 and a hard bottom plate 4 which are sequentially connected from top to bottom.
The hard frame 2 and the hard bottom plate 4 are both made of metal. The cavity with two through ends is arranged in the hard frame 2, so that the weight of the hard frame 2 is reduced, the vibration damping capacity of the two-stage rigidity vibration damper for the rail transit vehicle is improved, and meanwhile, materials can be saved. The length of the hard bottom plate 4 is greater than that of the vibration damping rubber 3, and connecting holes 6 are formed in the two ends of the hard bottom plate 4, so that the two ends of the hard bottom plate 4 are not shielded by the vibration damping rubber 3 and are convenient to connect with a vehicle underframe.
The damping rubber 3 is coated on the hard bottom plate 4, and the damping rubber 3 is coated under the hard frame 2, so that the contact area between the rubber and metal is increased, and the rubber is prevented from falling off.
The inside cavity that link up in both ends that is provided with of damping rubber 3, damping rubber 3 cavity corner are the circular arc chamfer, and the cavity top is the plane, and the cavity bottom is provided with outstanding second grade rigidity supporting rubber piece 5, and certain space is left with the cavity top to second grade rigidity supporting rubber piece 5.
The secondary rigidity support rubber block 5 is arranged in the center of the cavity, two auxiliary support rubber blocks 7 are respectively arranged at two ends of the secondary rigidity support rubber block 5, a certain gap is reserved between the auxiliary support rubber blocks 7 and the top of the cavity, and the gap between the auxiliary support rubber blocks 7 and the top of the cavity is larger than the gap between the secondary rigidity support rubber block 5 and the top of the cavity. The secondary rigidity support rubber block 5 is a round table body, the top of the secondary rigidity support rubber block 5 is a plane with a certain area, and the diameter of the tangent plane of the secondary rigidity support rubber block 5 is gradually increased from top to bottom.
When the two-stage rigidity vibration absorbers for the rail transit vehicle are used, the two-stage rigidity vibration absorbers for the rail transit vehicle are sequentially arranged, the upper ends of the two-stage rigidity vibration absorbers for the rail transit vehicle are connected with the bottom plate in the rail transit vehicle, and the lower ends of the two-stage rigidity vibration absorbers for the rail transit vehicle are connected with the underframe of the body of the rail transit vehicle.
When the rail transit vehicle is unloaded, the deformation of the damping rubber 3 is less, the secondary rigidity supporting rubber block 5 is not contacted with the top of the cavity, the rigidity is smaller at the moment, the deformation of the damping rubber 3 is gradually increased along with the gradual increase of the load of the rail transit vehicle, and before the load of the rail transit vehicle reaches a certain degree, the secondary rigidity supporting rubber block 5 is not contacted with the top of the cavity, the rigidity is small, the damping effect is good, and the comfort level in the carriage of the rail transit vehicle is high; after the load of the rail transit vehicle reaches a certain degree, the secondary rigidity supporting rubber block 5 is contacted with the top of the cavity, so that the rigidity is high, and the vibration reduction rubber 3 is prevented from being excessively deformed.
Example 2
The difference from embodiment 1 is that two auxiliary supporting rubber blocks 7 are respectively arranged at two ends of the secondary rigidity supporting rubber block 5, and the other two auxiliary supporting rubber blocks are identical.
A certain gap is reserved between the auxiliary supporting rubber block 7 and the top of the cavity, and the gap between the auxiliary supporting rubber block 7 and the top of the cavity is larger than the gap between the secondary rigidity supporting rubber block 5 and the top of the cavity.
The auxiliary support rubber blocks 7 are round table bodies, the top of each auxiliary support rubber block 7 is a plane with a certain area, the diameter of the tangent plane of each auxiliary support rubber block 7 is gradually increased from top to bottom, and the shape and the size of each two auxiliary support rubber blocks 7 are the same as those of the two auxiliary support rubber blocks and the distance between the two auxiliary support rubber blocks and the two auxiliary support rubber blocks 5 is the same as those of the two auxiliary support rubber blocks.
And symmetrical auxiliary support rubber blocks 7 are arranged on two sides of the two-stage rigidity support rubber block 5, when one side is heavy, the auxiliary support rubber blocks 7 on the side are contacted with the top of the cavity, so that the rigidity of the side is increased, the inclination of the bottom plate is prevented from being too large, and the excessive deformation of the side vibration reduction rubber 3 is avoided. After the secondary rigidity support rubber blocks 5 are in contact with the cavity top, if the load of the rail transit vehicle is further increased so that the auxiliary support rubber blocks 7 on both sides are in contact with the cavity top, the rigidity of the vibration damping rubber 3 can be further improved.
Although embodiments of the present utility model have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made therein without departing from the spirit and scope of the utility model as defined by the appended claims and their equivalents.
Claims (9)
1. The utility model provides a second grade rigidity shock absorber for rail transit vehicle which characterized in that: the damping rubber is internally provided with a cavity with two ends communicated, the bottom of the cavity is provided with a protruding secondary rigidity supporting rubber block, and a certain gap is reserved between the secondary rigidity supporting rubber block and the top of the cavity.
2. The secondary stiffness damper for rail transit vehicles of claim 1, wherein: the hard frame and the hard bottom plate are made of metal.
3. The secondary stiffness damper for rail transit vehicles of claim 1, wherein: the hard frame is internally provided with a cavity with two through ends.
4. The secondary stiffness damper for rail transit vehicles of claim 1, wherein: the length of the hard bottom plate is greater than that of the vibration damping rubber, and connecting holes are formed in two ends of the hard bottom plate.
5. The secondary stiffness damper for rail transit vehicles of claim 1, wherein: the corners of the vibration reduction rubber cavity are arc chamfer angles.
6. The secondary stiffness damper for rail transit vehicles of claim 1, wherein: the damping rubber is coated on the hard bottom plate, and the damping rubber is coated under the hard frame.
7. The secondary stiffness damper for rail transit vehicles of claim 1, wherein: the secondary rigidity support rubber block is arranged in the center of the cavity, two auxiliary support rubber blocks are respectively arranged at two ends of the secondary rigidity support rubber block, a certain gap is reserved between the auxiliary support rubber block and the top of the cavity, and the gap between the auxiliary support rubber block and the top of the cavity is larger than the gap between the secondary rigidity support rubber block and the top of the cavity.
8. The secondary stiffness damper for rail transit vehicles of claim 1, wherein: the top of the cavity is a plane, the secondary rigidity supporting rubber block is a truncated cone, the top of the secondary rigidity supporting rubber block is a plane with a certain area, and the diameter of the section of the secondary rigidity supporting rubber block is gradually increased from top to bottom.
9. The secondary stiffness damper for rail transit vehicles of claim 7, wherein: the auxiliary support rubber blocks are round table bodies, the tops of the auxiliary support rubber blocks are planes with certain areas, the diameters of the tangent planes of the auxiliary support rubber blocks are gradually increased from top to bottom, and the shapes and the sizes of the two auxiliary support rubber blocks are the same as those of the two auxiliary support rubber blocks and the distance between the two auxiliary support rubber blocks and the two auxiliary support rubber blocks is the same as that between the two auxiliary support rubber blocks.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321492539.4U CN220134512U (en) | 2023-06-13 | 2023-06-13 | Two-stage rigidity shock absorber for rail transit vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321492539.4U CN220134512U (en) | 2023-06-13 | 2023-06-13 | Two-stage rigidity shock absorber for rail transit vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN220134512U true CN220134512U (en) | 2023-12-05 |
Family
ID=88948163
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202321492539.4U Active CN220134512U (en) | 2023-06-13 | 2023-06-13 | Two-stage rigidity shock absorber for rail transit vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN220134512U (en) |
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2023
- 2023-06-13 CN CN202321492539.4U patent/CN220134512U/en active Active
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