Rail vehicle and vibration reduction device thereof

Abstract

The present invention relates to the field of rail transit technology, and specifically discloses a rail vehicle and a vibration damping device thereof, in order to solve the problem that the vibration of the equipment and the vehicle body of the rail vehicle affects the vehicle comfort. The vibration damping device includes a transition assembly, an equipment shock absorber and a vehicle shock absorber. The transition assembly has an inner cavity; the equipment shock absorber is arranged in the inner cavity; the top end of the vehicle shock absorber is connected to the transition assembly, and the bottom end is used to connect to the vehicle body side beam. In the vibration damping device, the equipment is connected to the equipment shock absorber to form a first-level vibration damping. The equipment shock absorber is in turn connected to the transition assembly, and the transition assembly is crimped and fixed on the top of the vehicle shock absorber to form a second-level vibration damping. The combination of multiple vibration damping structures can not only reduce the impact of equipment vibration on the vehicle, but also reduce the vibration of the vehicle, thereby ensuring the normal operation of the equipment and greatly improving the stability and comfort of the vehicle. The present invention also discloses a rail vehicle with the vibration damping device, which also has the above-mentioned technical effects.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transportation, and more particularly to a rail vehicle and a vibration damping device thereof. Background Art

[0002] Rail vehicle equipment, such as transformers, converters, air compressors, and batteries, is mounted on the vehicle chassis. During high-speed operation, these devices, such as transformers and air compressors, generate vibrations that are transmitted to the vehicle, reducing operational stability and passenger comfort. Furthermore, due to track irregularities, the vehicle vibrates during operation. This continuous vibration is transmitted to the chassis equipment, impacting operational reliability and exacerbating vehicle vibration. In emergencies, such as unexpected impacts from foreign objects, this can cause a sudden, significant impact, resulting in equipment falling and threatening passenger safety.

[0003] Previous studies have proposed a traction transformer installation method that combines vibration isolation pads and mounting brackets to reduce vibration transmitted from the transformer to the train body. However, this method does not reduce vibration caused by track irregularities and provides no protection against unexpected transient impacts.

[0004] Furthermore, due to the limited size and weight of the chassis, chassis equipment typically utilizes multiple mounting points. The equipment's inherent vibration source layout and center of gravity, such as eccentric weight and uneven installation, result in inconsistent stress conditions at each mounting point, leading to varying maintenance requirements. Traditional mounting structures require dismantling all mounting points and hoisting the entire chassis. This method is time-consuming and labor-intensive, and even requires replacing vibration isolation pads for components that don't need replacement, making it uneconomical.

[0005] In summary, how to effectively solve the problem of rail vehicle comfort being affected by the vibration of the equipment itself and the vibration of the vehicle body is a problem that currently needs to be solved by those skilled in the art. Summary of the Invention

[0006] In view of this, an object of the present invention is to provide a rail vehicle and a vibration damping device thereof, the structural design of which can effectively solve the problem that the vibration of the rail vehicle itself and the vibration of the vehicle body affect the vehicle comfort.

[0007] In order to achieve the above object, the present invention provides the following technical solutions:

[0008] A vibration damping device for a rail vehicle, comprising:

[0009] a transition assembly having an inner cavity;

[0010] an equipment vibration damper, used for connecting to the equipment, and the equipment vibration damper is arranged in the inner cavity;

[0011] A vehicle shock absorber, wherein the top end of the vehicle shock absorber is connected to the transition assembly, and the bottom end is used to be connected to the side beam of the vehicle body.

[0012] Optionally, in the above-mentioned vibration damping device, the vehicle shock absorber includes:

[0013] a first vibration damping module, wherein a top surface of the first vibration damping module is connected to the transition assembly;

[0014] A second vibration reduction module is provided inside the first vibration reduction module;

[0015] The third vibration damping module has a top surface located below the top surface of the first vibration damping module, and the transition assembly is pressed against the third vibration damping module when the second vibration damping module is in a crushed state.

[0016] Optionally, in the above-mentioned vibration reduction device, the stiffness of the equipment vibration reducer is much greater than the stiffness of the first vibration reduction module, and the stiffness of the first vibration reduction module is greater than the stiffness of the second vibration reduction module.

[0017] Optionally, in the above-mentioned vibration damping device, the vehicle shock absorber includes two first vibration damping modules arranged opposite to each other, and the third vibration damping module is arranged between the two first vibration damping modules.

[0018] Optionally, in the above-mentioned vibration damping device, the vehicle shock absorber further includes a transverse baffle, which is used to be connected to the vertical surface of the vehicle body side beam, and a preset gap is provided between the side surface of the transition assembly and the transverse baffle.

[0019] Optionally, in the above-mentioned vibration damping device, the vehicle shock absorber further includes an indicator fold formed by extending upward from the top edge.

[0020] Optionally, in the above-mentioned vibration damping device, one end of the vehicle shock absorber connected to the transition assembly is an upwardly convex arc surface.

[0021] Optionally, in the above-mentioned vibration reduction device, the transition assembly includes:

[0022] A transition bracket, wherein the inner cavity is provided in the transition bracket, and the transition bracket has a mounting through hole;

[0023] A transition plate is passed through the mounting through hole and fixedly connected to the top surface of the mounting through hole. Both ends of the transition plate extend out of the transition bracket, and the vehicle shock absorbers are respectively provided corresponding to the two ends of the transition plate. The transition plate is connected to the top surface of the corresponding vehicle shock absorber.

[0024] Optionally, in the above-mentioned vibration damping device, the transition components are respectively provided corresponding to the opposite ends of the equipment, and the vehicle shock absorber and the equipment shock absorber are respectively provided corresponding to each transition component.

[0025] The vibration damping device for a rail vehicle provided by the present invention includes a transition assembly, an equipment damper, and a vehicle damper. The transition assembly has an inner cavity; the equipment damper is used to connect to the equipment and is located in the inner cavity; the vehicle damper is connected to the transition assembly at its top end and to the vehicle body side beam at its bottom end.

[0026] The vibration damping device for rail vehicles provided by the present invention connects the equipment to the equipment damper, forming the first stage of vibration damping. The equipment damper is in turn connected to a transition assembly, which is crimped and fixed to the top of the vehicle damper, forming the second stage of vibration damping. The combination of multiple vibration damping structures not only mitigates the impact of equipment vibration on the vehicle, but also reduces vehicle vibration, thereby ensuring normal equipment operation and significantly improving vehicle stability and comfort.

[0027] In a preferred embodiment, a vehicle shock absorber includes a first shock absorber module, a second shock absorber module, and a third shock absorber module. The top surface of the first shock absorber module is connected to a transition assembly; the second shock absorber module is located within the first shock absorber module; and the top surface of the third shock absorber module is located below the top surface of the first shock absorber module. When the second shock absorber module is crushed, the transition assembly presses against the third shock absorber module. The second shock absorber module is placed within the first shock absorber module of the vehicle shock absorber, forming a three-stage vibration damping structure that further reduces vibrations in the equipment and vehicle. Furthermore, when the equipment or vehicle is subjected to a transient impact load and the impact acceleration exceeds the threshold of the second shock absorber module, the second shock absorber module fails, and the transition assembly presses against the third shock absorber module. The third shock absorber module and the equipment shock absorber still form a multi-stage vibration damping system, which can attenuate the remaining impact load. In summary, this arrangement can prevent abnormal impacts on the vehicle or equipment, thereby preventing the equipment from falling off and ensuring vehicle safety.

[0028] In another preferred embodiment, the vehicle shock absorber further includes a transverse baffle. When the equipment moves beyond a predetermined clearance under a transverse impact, the transverse baffle engages the transition bracket to provide vibration reduction and position limiting. The transverse baffle prevents abnormal impacts on vehicles or equipment with multiple degrees of freedom.

[0029] To achieve the above object, the present invention further provides a rail vehicle comprising any one of the above vibration damping devices. Since the above vibration damping devices have the above technical effects, the rail vehicle comprising the vibration damping devices should also have corresponding technical effects. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0031] Figure 1 A schematic diagram of the principle of a vibration reduction device for a rail vehicle according to a specific embodiment of the present invention;

[0032] Figure 2 It is a front view structural schematic diagram of a vibration reduction device for a rail vehicle according to a specific embodiment of the present invention;

[0033] Figure 3 for Figure 2 AA cross-section diagram;

[0034] Figure 4 for Figure 2 Axonometric drawing of a single mounting point;

[0035] Figure 5 for Figure 2 The left schematic diagram of

[0036] Figure 6 for Figure 4 BB cross-section diagram;

[0037] Figure 7 for Figure 2 Schematic diagram of the structure of the vehicle shock absorber;

[0038] Figure 8 for Figure 7 Front view of .

[0039] The following are marked in the accompanying drawings:

[0040] 100-car body; 200-equipment; 110-car body side beam bending edge;

[0041] 1- Transition assembly; 2- Equipment shock absorber; 3- Vehicle shock absorber;

[0042] 101 - transition bracket; 102 - transition plate; 301 - first vibration reduction module; 302 - second vibration reduction module; 303 - third vibration reduction module; 304 - transverse baffle; 305 - indicator folding edge. DETAILED DESCRIPTION

[0043] The embodiment of the present invention discloses a rail vehicle and a vibration reduction device thereof, so as to reduce the vibration of the equipment itself and the vibration of the vehicle body and improve the comfort of the vehicle.

[0044] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0045] The vibration damping device for rail vehicles provided by the present invention is applicable to, but not limited to, installation of undercarriage equipment, and is used to reduce vibrations of both the equipment itself and the vehicle. Specifically, such equipment includes, but is not limited to, transformers, converters, air compressors, and batteries on rail vehicles.

[0046] See also Figures 1-8 In one embodiment, the vibration damping device for a rail vehicle provided by the present invention includes a transition assembly 1, an equipment shock absorber 2, and a vehicle shock absorber 3. The transition assembly 1 has an inner cavity, and the shape of the inner cavity is set as needed to accommodate the equipment shock absorber 2. The equipment shock absorber 2 is arranged in the inner cavity and is used to be connected to the equipment 200, specifically, it can be connected to the suspension point of the equipment 200. The top end of the vehicle shock absorber 3 is connected to the transition assembly 1, and the bottom end is used to be connected to the side beam of the car body 100. That is, the transition assembly 1 is crimped to the top end of the vehicle shock absorber 3, and the side beam of the car body 100 can specifically include a bent edge structure, that is, the car body 100 is an L-shaped structure with a car body side beam bent edge 110, and the bottom end of the vehicle shock absorber 3 is connected to the horizontal plane of the car body side beam bent edge 110. Specifically, the vehicle shock absorber 3 and the equipment shock absorber 2 can be made of conventional vibration damping materials in the prior art, and are not specifically limited here.

[0047] In the vibration damping device for rail vehicles provided by the present invention, device 200 is connected to device damper 2, forming the first stage of vibration damping. Device damper 2 is further connected to transition assembly 1, which is crimped and fixed to the top of the vehicle damper, forming the second stage of vibration damping. The combination of multiple vibration damping structures not only mitigates the impact of device 200 vibration on the vehicle, but also reduces vehicle vibration, thereby ensuring the normal operation of device 200 and significantly improving vehicle stability and comfort.

[0048] In one embodiment, the vehicle shock absorber 3 includes a first shock absorber module 301 and a second shock absorber module 302. The top surface of the first shock absorber module 301 is connected to the transition assembly 1; the second shock absorber module 302 is disposed within the first shock absorber module 301. Specifically, the second shock absorber module 302 can be a multi-stage shock absorber, such as a pneumatic shock absorber. By placing the second shock absorber module 302 within the first shock absorber module 301 of the vehicle shock absorber 3, it cooperates with the equipment shock absorber 2 to form a three-stage shock absorption structure, further reducing vibrations of the equipment 200 and the vehicle.

[0049] Furthermore, the vehicle shock absorber 3 includes a third damping module 303. The top surface of the third damping module 303 is located below the top surface of the first damping module 301. When the second damping module 302 is crushed, the transition assembly 1 presses against the third damping module 303. The third damping module 303, together with the second and third damping structures, forms a multi-stage vertical damping structure. After the second damping module 302 collapses, its vertical height decreases, causing the transition bracket 101 connected to the first damping module 301 to press downward onto the third damping module 303. When the equipment 200 or vehicle is subjected to a transient impact load and the impact acceleration exceeds the threshold of the second damping module 302, the second damping module 302 fails. This process consumes most of the impact energy and attenuates the impact load. At the same time, the transition assembly 1 presses against the third damping module 303. The third damping module 303 and the equipment shock absorber 2 still form a multi-stage vibration damping structure, capable of attenuating the remaining impact load. In summary, the above arrangement can prevent abnormal impacts on the vehicle or the device 200, thereby preventing the device 200 from falling off and ensuring the safety of the vehicle.

[0050] Specifically, the vertical height of the first vibration damping module 301 of the vehicle shock absorber 3 is h1, the vertical height of the second vibration damping module 302 is h2, and the vertical height of the third vibration damping module 303 is h3. The failure impact acceleration threshold of the second vibration damping module 302 is g1, which can be set based on the stiffness of the second vibration damping module 302. When the vehicle is operating normally, the vibration generated by the device 200 and the vehicle body 100 is less than the failure impact acceleration threshold g1. However, when the vehicle is operating abnormally, the vibration generated by the device 200 and the vehicle body 100 is greater than the failure impact acceleration threshold g1. The vibration impact exceeds the effective range of the second vibration damping module 302, causing the second vibration damping module 302 to collapse and fail. h2 is reduced to a minimum. If the second vibration damping module 302 is a pneumatic shock absorber, the air pressure within the pneumatic shock absorber is explosively discharged, and the vertical height of the second vibration damping module 302 is compressed and reduced. Under normal working conditions, the distance between the top of the first vibration damping module 301 and the upper surface of the third vibration damping module 303 is h, and the reduction in the vertical height h2 caused by the crushing of the second vibration damping module 302 is not less than h, so that the transition bracket 101 can be pressed on the upper surface of the third vibration damping module 303, and the third vibration damping module 303 and the equipment vibration damper 2 form multi-stage vibration damping.

[0051] In one embodiment, the stiffness of the equipment vibration damper 2 is much greater than that of the first vibration damping module 301. Furthermore, the stiffness of the first vibration damping module 301 is greater than that of the second vibration damping module 302. The equipment vibration damper 2, directly connected to the equipment 200, has relatively high stiffness and can absorb and attenuate high-frequency vibrations, such as vibrations above 50 Hz. The vehicle vibration damper 3, directly connected to the vehicle body 100, has lower stiffness in its first vibration damping module 301 and second vibration damping module 302, which can absorb and attenuate low-frequency vibrations, such as vibrations of the vehicle body 100 less than 10 Hz. The stiffness of the equipment vibration damper 2 is denoted as k1, the stiffness of the first vibration damping module 301 is denoted as k2, and the stiffness of the second vibration damping module 302 is denoted as k3. Since k1>k2>k3, high-frequency vibrations of the equipment 200 are attenuated and absorbed by the equipment vibration damper 2 of the first-stage vibration damping, while low-frequency vibrations are absorbed by the second vibration damping module 302 of the second-stage vibration damping and the second vibration damping module 302 of the third-stage vibration damping, which have lower stiffness. At the same time, the vibration generated by the vehicle body 100 is attenuated and absorbed by the first vibration reduction module 301 of the second stage vibration reduction and the second vibration reduction module 302 of the third stage vibration reduction, thereby providing better comfort for the vehicle.

[0052] In one embodiment, the vehicle shock absorber 3 includes two first vibration damping modules 301 arranged opposite each other, with a third vibration damping module 303 disposed between the two first vibration damping modules 301. The two first vibration damping modules 301 are located on either side of the third vibration damping module 303, ensuring a more stable force distribution. The stiffness k1 of the first vibration damping modules 301 can be specifically the stiffness k1 formed by the interaction of the first vibration damping modules 301.

[0053] In one embodiment, the vehicle shock absorber 3 further includes a transverse baffle 304, which is used to connect to the vertical surface of the side beam of the vehicle body 100, and a preset gap is provided between the side surface of the transition assembly 1 and the transverse baffle 304. When the device 200 is displaced beyond the preset gap under a transverse impact, the transverse baffle 304 can contact the transition assembly 1 to achieve a vibration reduction and position limiting effect. By providing the transverse baffle 304, abnormal impacts of a vehicle or device 200 with multiple degrees of freedom can be prevented. Specifically, if the vibration impact exceeds the effective range of the device shock absorber 2, the device 200 and the transition assembly 1 are displaced beyond the preset gap L under the transverse impact condition, the transition assembly 1 contacts the transverse baffle 304 of the vehicle shock absorber 3, and the transverse baffle 304 reduces vibration and limits the device 200.

[0054] When the vehicle shock absorber 3 includes a first vibration damping module 301, a second vibration damping module 302, and a third vibration damping module 303, the transverse baffle 304 can be connected to the third vibration damping module 303 and extend upward. It is understood that the first vibration damping module 301 and the third vibration damping module 303 can be an integral structure or a separate structure connected by conventional fixing means. The third vibration damping module 303 and the transverse baffle 304 can specifically be an integral structure made of the same material or a separate structure connected by conventional fixing means.

[0055] In each of the above embodiments, the parameters can be set as follows: Based on calculations, the force conditions and maximum offset of each suspension point of the device 200 are obtained; based on the maximum offset, a preset gap L is set between the transverse baffle 304 and the transition assembly 1; based on the calculated force conditions, the mass of the device 200, and the frequency conditions, the stiffness k1 of the device shock absorber 2 is set according to formula (1); based on the vehicle's own frequency, the stiffness k2 of the first shock absorption module 301 and the stiffness k3 of the second shock absorption module 302 of the vehicle shock absorber 3 are set.

[0056]

[0057] Where, f n is the frequency, k is the stiffness, and m is the mass.

[0058] In one embodiment, the vehicle shock absorber 3 further includes an indicator hem 305 extending upward from the top edge, i.e., the edge connected to the transition assembly 1. The angle a between the indicator hem 305 and the horizontal plane is related to the elastic compression of the vehicle shock absorber 3 during operation. If the vehicle shock absorber 3 includes a first shock absorber module 301, a second shock absorber module 302, and a third shock absorber module 303, the angle a is related to the elastic compression of the first, second, and third shock absorber modules 301, 302, and 303. Based on the change in vertical height h1 and the geometric dimensions of the vehicle shock absorber 3 under normal and failure conditions, the normal and failure angles of the angle a between the indicator hem 305 and the horizontal plane are calibrated under normal static conditions and abnormal failure loads. It is understood that the calibrated normal angle under normal static conditions can be a single angle value or a specific angle range, and the calibrated failure angle under abnormal failure loads can be a single angle value or a specific angle range. Specifically, when the vehicle shock absorber 3 includes a first shock absorber module 301, the indicator fold 305 is formed by extending upward from the top edge of the first shock absorber module 301. Based on the change in vertical height h1 and the geometric dimensions of the first shock absorber module 301 under normal operating conditions and failure conditions, the normal angle and failure angle of the angle a between the indicator fold 305 and the horizontal under normal static conditions and abnormal failure loads are calibrated. During the installation of the device 200, simply by observing whether the angle a between the indicator fold 305 and the horizontal after installation is less than the calibrated normal angle under normal static conditions, it is possible to determine whether the installation is in place. During vehicle maintenance, by observing whether the angle a is less than the calibrated failure angle under the failure load, it is possible to determine whether the vehicle shock absorber has exceeded its service life or has failed. In summary, the above solution can quickly determine the installation status of the device 200.

[0059] In the case where the vehicle shock absorber 3 is provided with a transverse baffle 304, the indicator fold 305 and the transverse baffle 304 can be respectively provided on opposite sides. It is understandable that the first vibration damping module 301 and the indicator fold 305 can be an integrated structure or a separate structure connected by a conventional fixing method.

[0060] In one embodiment, the top of the vehicle shock absorber 3, i.e., the end connected to the transition assembly 1, presents an upwardly convex curved surface. If the vehicle shock absorber 3 includes a first damping module 301, the top of the first damping module 301 presents a convex curved surface and is connected to the transition assembly 1. The vertical height h1 of the first damping module 301 is the vertical height of the top of the curved surface. This curved surface facilitates observation of whether the angle a between the indicating folded edge 305 and the horizontal meets the required value.

[0061] In one embodiment, the transition assembly 1 includes a transition bracket 101 and a transition plate 102. The inner cavity is provided in the transition bracket 101, and the transition bracket 101 has a mounting hole. The transition plate 102 is inserted through the mounting hole and fixedly connected to the top surface of the mounting hole. The two ends of the transition plate 102 extend outside the transition bracket 101, and the vehicle shock absorber 3 is provided at each end of the transition plate 102. The transition plate 102 is connected to the top surface of the vehicle shock absorber 3. It is understood that the mounting hole and the inner cavity may or may not be connected. For example, the transition bracket 101 may be configured as a hollow structure with openings on both sides, and the device shock absorber 2 may be fixed to the lower portion of the inner cavity of the transition bracket 101. The transition plate 102 may specifically be a straight metal plate. The transition plate 102 passes through the two openings on both sides of the transition bracket 101, and the two sides of the transition plate 102 extend out of the transition bracket 101. The protruding ends of the transition bracket 101 are respectively fixed to the vehicle shock absorber 3. When transverse baffles 304 are provided, the transverse spacing between the transition plate 102 and the transverse baffles 304 is a predetermined gap. With this arrangement, the entire device 200 utilizes a multi-support structure: the transition bracket 101 and the device shock absorber 2 "support" the device 200, the transition plate 102 "supports" the transition bracket 101, and the vehicle side beam curved edge 110 and the vehicle shock absorber 3 "support" the transition plate 102. This enables "surface-type support" of the device 200. Compared to "point-type suspension" using fasteners, this structure converts point loads into surface loads. This improves the reliability of the device 200's installation, particularly for heavy-loaded devices 200. Furthermore, when the vehicle shock absorber 3 includes transverse baffles 304 and an indicator flange 305, the transition plate 102 is placed centrally relative to the transverse baffles 304 and the indicator flange 305, preventing the device 200 from falling off. This ensures reliable installation and safe operation of the device 200.

[0062] In one embodiment, transition assemblies 1 are provided at opposite ends of the device 200, and a vehicle shock absorber 3 and a device shock absorber 2 are provided corresponding to each transition assembly 1. This improves the reliability and stability of the device 200 installation. Specifically, a corresponding number of transition assemblies 1 can be provided based on the number of suspension points on the device 200, and a vehicle shock absorber 3 and a device shock absorber 2 can be provided corresponding to each transition assembly 1.

[0063] Furthermore, in the case where the indicator fold 305 is provided, if it is determined based on the angle a that the device 200 of a single suspension point is not installed properly and needs to be adjusted, or the vehicle shock absorber 3 is faulty and needs to be replaced, it is only necessary to raise the lower surface of the transition component 1 of the suspension point for a certain distance, remove and replace the device shock absorber 2, or add adjustment pads between the device shock absorber 2 and the side beam of the vehicle body 100. The above solution can quickly determine the installation status of the device 200 and realize "single-point" adjustment of the installation based on the compression amount of the vehicle shock absorber 3, thereby ensuring the flatness of all installed suspensions and ensuring the reliability of the installation. At the same time, it abandons the traditional method of overall disassembly and assembly, thereby improving the reliability, maintainability and economy of the installation of the device 200.

[0064] A preferred embodiment is described below as an example.

[0065] In this embodiment, the vibration damping device includes a transition assembly 1, a device shock absorber 2, and a vehicle shock absorber 3. The transition assembly 1 includes the aforementioned transition bracket 101 and transition plate 102. The device 200 is connected to the device shock absorber 2, which is fixed to the lower portion of the transition bracket 101. The transition plate 102 passes through the upper portion of the transition bracket 101. Both sides of the transition plate 102 extend out of the transition bracket 101 and are respectively fixed to the vehicle shock absorber 3. The bottom of the vehicle shock absorber 3 is fixed to the curved edge 110 of the vehicle body side beam. The transverse baffle 304 of the vehicle shock absorber 3 is fixed to the vertical side of the vehicle body 100 side beam. The transverse gap between the transverse baffle 304 and the transition plate 102 is L. The above-mentioned fixing method includes but is not limited to bolt connection.

[0066] The vehicle shock absorber 3 comprises first damping modules 301 located on either side, a third damping module 303 connected between the two first damping modules 301, and a second damping module 302 located within the first damping module 301. An indicator flange 305 is provided on the top of the first damping module 301. A transverse baffle 304 is provided on the third damping module 303 opposite the indicator flange 305. The second damping module 302 is a multi-stage damper with a vertical height of h2. The top of the first damping module 301 is connected to the transition plate 102, with a raised contact surface. The vertical height of the raised contact surface from the bottom surface is h1. The vertical height of the third damping module 303 is h3. The distance between the upper convex surface of the first damping module 301 and the surface of the third damping module 303 is h. The angle a between the indicator flange 305 and the horizontal plane is α.

[0067] The device 200 is connected to the device shock absorber 2 to form the first stage of vibration reduction; the device shock absorber 2 is connected to the transition bracket 101, the transition bracket 101 is fixed to the transition plate 102, and the two ends of the transition bracket 101 are crimped and fixed on the first vibration reduction module 301 of the vehicle shock absorber to form the second stage of vibration reduction; multiple shock absorbers are arranged inside the first vibration reduction module 301 to form a three-stage vibration reduction structure; the third vibration reduction module 303 and the second and third stage vibration reduction structures form a multi-stage vertical vibration reduction structure.

[0068] The installation and disassembly methods of the above-mentioned vibration damping device are as follows:

[0069] S1: Install and fix the vibration absorber 2 of each device on the corresponding transition bracket 101;

[0070] S2: The equipment shock absorber 2 with the transition bracket 101 is fixed to the corresponding suspension point of the equipment 200;

[0071] S3: Fix the lower surface of the vehicle shock absorber 3 to the bent edge 110 of the vehicle body side beam, and fix the side transverse baffle 304 of the vehicle shock absorber 3 to the vertical side of the bent edge 110 of the vehicle body side beam;

[0072] S4: Vertically lift the device 200 along the notch of the curved edge 110 of the vehicle side beam opposite to the vehicle shock absorber 3 to ensure that the upper inner wall surface of the transition bracket 101 is higher than the upper surface of the first vibration damping module 301 of the vehicle shock absorber 3;

[0073] S5: Install the transition plate 102 inside the transition bracket 101 along the middle groove between the indicator fold 305 of the vehicle shock absorber 3 and the transverse baffle 304;

[0074] S6: adjusting the lateral dimension of the transition plate 102 according to the preset gap between the transverse baffle 304 and the transition plate 102 , and adjusting the transition plate 102 according to the longitudinal relative position of the transition plate 102 and the vehicle shock absorber 3 ;

[0075] S7: adjusting the relative position of the device 200 according to the position of the transition plate 102 and fixing the transition plate 102 and the transition bracket 101;

[0076] S8: Lower the device 200 vertically downward and determine its vertical dimension based on the angle a between the indicator fold 305 and the horizontal. If the angle a between the indicator fold 305 and the horizontal at any suspension point differs from the calibrated normal angle, adjust the suspension point with a smaller angle a. Specifically, raise the transition bracket 101 a certain distance from the lower surface of the transition bracket 101 at that suspension point, remove and replace the device shock absorber 2, or add adjustment pads between the device shock absorber 2 and the vehicle body side beam curved edge 110.

[0077] The disassembly process of the vibration damping device is the reverse process of the above process, which will not be described here.

[0078] Based on the vibration damping device provided in the above embodiments, the present invention further provides a rail vehicle, comprising a vehicle body 100, a device 200, and any one of the vibration damping devices in the above embodiments, wherein the device shock absorber 2 of the vibration damping device is connected to the device 200, and the vehicle shock absorber 3 is connected to the side beam of the vehicle body 100. Since the rail vehicle employs the vibration damping device in the above embodiments, the beneficial effects of the rail vehicle are described with reference to the above embodiments.

[0079] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0080] The above description of the disclosed embodiments is intended to enable one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be readily apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not limited to the embodiments shown herein but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vibration damping device for a rail vehicle, characterized in that: include: A transition assembly (1), the transition assembly (1) having an inner cavity; An equipment vibration damper (2), used for connecting to the equipment (200), and the equipment vibration damper (2) is arranged in the inner cavity; A vehicle shock absorber (3), wherein the top end of the vehicle shock absorber (3) is connected to the transition assembly (1), and the bottom end is used to be connected to the side beam of the vehicle body (100); The vehicle shock absorber (3) comprises: a first vibration damping module (301), wherein a top surface of the first vibration damping module (301) is connected to the transition assembly (1); A second vibration reduction module (302) is provided inside the first vibration reduction module (301); A third vibration damping module (303), wherein the top surface of the third vibration damping module (303) is located below the top surface of the first vibration damping module (301), and when the second vibration damping module (302) is in a crushed state, the transition assembly (1) is pressed against the third vibration damping module (303).

2. The vibration damping device for a rail vehicle according to claim 1, characterized in that: The stiffness of the equipment vibration damper (2) is much greater than the stiffness of the first vibration damping module (301), and the stiffness of the first vibration damping module (301) is greater than the stiffness of the second vibration damping module (302).

3. The vibration damping device for a rail vehicle according to claim 1, characterized in that: The vehicle shock absorber (3) comprises two first shock absorption modules (301) arranged opposite to each other, and the third shock absorption module (303) is arranged between the two first shock absorption modules (301).

4. The vibration damping device for a rail vehicle according to claim 1, characterized in that: The vehicle shock absorber (3) further comprises a transverse baffle (304), wherein the transverse baffle (304) is used to be connected to the vertical surface of the side beam, and a preset gap is provided between the side surface of the transition assembly (1) and the transverse baffle (304).

5. The vibration damping device for a rail vehicle according to any one of claims 1 to 4, characterized in that: The vehicle shock absorber (3) further comprises an indication fold (305) formed by extending upward from the top edge.

6. The vibration damping device for a rail vehicle according to claim 5, characterized in that: One end of the vehicle shock absorber (3) connected to the transition assembly (1) is in the form of an upwardly convex arc surface.

7. The vibration damping device for a rail vehicle according to any one of claims 1 to 4, characterized in that: The transition component (1) comprises: A transition bracket (101), wherein the inner cavity is provided in the transition bracket (101), and the transition bracket (101) has a mounting through hole; A transition plate (102) is passed through the mounting through hole and fixedly connected to the top surface of the mounting through hole. Both ends of the transition plate (102) extend out of the transition bracket (101), and the vehicle shock absorbers (3) are respectively provided corresponding to the two ends of the transition plate (102). The transition plate (102) is connected to the top surface of the corresponding vehicle shock absorber (3).

8. The vibration damping device for a rail vehicle according to any one of claims 1 to 4, characterized in that: The transition components (1) are respectively provided corresponding to the two opposite ends of the device (200), and the vehicle shock absorber (3) and the device shock absorber (2) are respectively provided corresponding to each transition component (1).

9. A rail vehicle comprising a vehicle body (100) and equipment (200), characterized in that: It also includes a vibration damping device according to any one of claims 1 to 8, wherein the equipment shock absorber (2) of the vibration damping device is connected to the equipment (200), and the vehicle shock absorber (3) is connected to the side beam of the vehicle body (100).

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