Damping support for rail transit vehicle

Abstract

The invention discloses a damping support for a rail transit vehicle, which relates to the technical field of damping and comprises a first support, a second support, a third support and a fourth support. The rotating shaft is rotationally arranged between the two corresponding shaft seats, and two symmetrically-arranged wheel bodies are fixed to the rotating shaft; the first spring is connected between the shaft seat and the first bracket; the two bases are symmetrically arranged, and the bases are fixed below the first support through connecting frames; a second spring is connected between the second bracket and the base; wherein the second bracket is connected with the connecting frame in a limiting and sliding manner; wherein a telescopic assembly is further hinged between the first support and the second support, the telescopic assembly can conduct double buffering when stretched, and the overall damping effect can be improved by conducting multi-stage damping and being matched with the double buffering of the telescopic assembly.

Description

Technical Field

[0001] The invention relates to the technical field of shock absorption, in particular to a shock absorption bracket for rail transit vehicles. Background Art

[0002] With the rapid development of rail transit, the safety and stability of rail transit are particularly important. Among them, rail transit shock absorption technology mainly absorbs, transforms or transmits the vibration energy generated by rail transit vehicles or track structures through certain structures or materials; in subways and trams, shock-absorbing brackets can effectively reduce the vibration impact on the surrounding environment and improve riding comfort; in high-speed railways and intercity railways, shock-absorbing brackets can reduce the impact on tracks and bridges, and improve the safety and stability of train operation.

[0003] According to the different shock absorption principles and application scenarios, shock absorption technology can be divided into two categories: passive shock absorption technology and active shock absorption technology. Among them, passive shock absorption technology mainly uses elastic elements such as rubber isolators and spring isolators to isolate vibrations. It has the advantages of simple structure, high reliability and low cost. However, it often only uses elastic elements for shock absorption and cannot achieve multi-level shock absorption. In addition, due to the fast reset of elastic elements, the overall comfort is actually low.

[0004] Therefore, it is necessary to provide a shock-absorbing bracket for rail transit vehicles to solve the above problems. Summary of the invention

[0005] In order to solve the above problems, the present invention provides the following technical solution: a shock-absorbing bracket for rail transit vehicles, comprising: A first bracket, the bottom of which is provided with at least four shaft seats; A rotating shaft is rotatably arranged between two corresponding shaft seats, and two symmetrically arranged wheel bodies are fixed on the rotating shaft; A first spring connected between the shaft seat and the first bracket; Two symmetrically arranged bases, the bases being fixed below the first bracket by a connecting frame; A second bracket, a second spring is connected between the second bracket and the base; Wherein, the second bracket is connected to the connecting frame by limited sliding; A telescopic component is hinged between the first bracket and the second bracket, and the telescopic component can perform double buffering when stretched.

[0006] Further, preferably, the telescopic assembly comprises: A first cylinder body, in which a piston rod is fixed, and an end of the piston rod is provided with a second piston, and the second piston extends out of the first cylinder body; A second cylinder body, which is sealingly and slidably connected to the first cylinder body, and a third cylinder body for accommodating the piston rod is embedded in the interior of the second cylinder body; A tension spring is connected between the second piston and the third cylinder.

[0007] Further, as a preference, a spring support assembly is fixed at the mouth of the second cylinder, the spring support assembly is used to install a third spring, a partial structure of the third spring extends into the third cylinder, and in an initial stage, a distance is maintained between the second piston and the third spring, and when the second piston moves a first distance, it contacts the third spring.

[0008] Further, as a preference, the spring support assembly comprises: A mounting seat, which is fixedly embedded in the interior of the second cylinder, and a clamping seat is fixed in the mounting seat; A sealing sleeve, which is in an inverted T shape and is inserted between the mounting seat and the clamping seat, and is used for sealing and slidingly connecting the piston rod; A spring seat is embedded in the seat and is used to support the third spring.

[0009] Further, as a preference, the external fixed sleeve of the piston rod is provided with a first piston, the first piston is sealingly and slidingly connected to the first cylinder, a first space is formed above the first piston, between the first cylinder and the piston rod, a second space is formed below the first piston, between the first cylinder and the second cylinder, oil is pre-installed in the first space and the second space, and a through hole is opened in the first piston.

[0010] Further, preferably, a one-way valve is embedded in the first piston, and the one-way valve allows liquid to enter the second space from the first space.

[0011] Further, as a preference, a bearing is embedded inside the shaft seat, and the bearing includes an inner ring, an outer ring, and a ball arranged between the inner ring and the outer ring, wherein the outer wall of the outer ring is interference fit with the shaft seat, and the inner wall of the inner ring and the outer wall of the rotating shaft are both provided with limiting grooves, and the two limiting grooves are slidably connected to the limiting strips.

[0012] Further, preferably, a cover is fixed to the outside of the shaft seat, and the cover can axially position the bearing.

[0013] Further, as a preference, a limit plate is fixed to the end of the rotating shaft, and a disc spring is connected between the limit plate and the bearing.

[0014] Compared with the prior art, the present invention provides a shock-absorbing bracket for rail transit vehicles, which has the following beneficial effects: The present invention achieves a multi-level shock absorption effect by combining a double buffer mechanism of a first spring, a second spring and a telescopic assembly. This method can more effectively absorb and transform vibration energy, thereby significantly improving shock absorption performance.

[0015] The limited sliding connection between the second bracket and the connecting bracket and the double buffer mechanism of the telescopic assembly in the present invention enhance the stability of the shock-absorbing bracket, and can maintain the integrity of its structure and the reliability of its function even under special vibration conditions.

[0016] In the present invention, when the first piston moves downward, the oil in the second space can only flow back to the first space through the through hole, and at this time, the first piston will slowly return to its original position under the action of the oil pressure. This reset process helps to maintain the stability of the shock-absorbing bracket and improve the driving comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a schematic diagram of the main structure of a shock-absorbing bracket for rail transit vehicles; Figure 2 It is a three-dimensional structural schematic diagram of a shock-absorbing bracket for rail transit vehicles; Figure 3 It is a schematic cross-sectional structure diagram of a shock-absorbing bracket for rail transit vehicles; Figure 4 for Figure 3 A schematic diagram of the enlarged structure at point A; Figure 5 A schematic diagram of the structure of a telescopic component used in a shock-absorbing bracket for rail transit vehicles Figure 6 for Figure 5 A schematic diagram of the enlarged structure at B; In the figure: 1. first bracket; 2. first spring; 3. shaft seat; 4. rotating shaft; 5. wheel body; 6. second bracket; 7. second spring; 8. base; 9. telescopic assembly; 10. connecting frame; 11. bearing; 12. sealing cover; 13. limiting plate; 14. disc spring; 15. limiting groove; 91. first cylinder; 92. piston rod; 93. second cylinder; 94. third cylinder; 95. tension spring; 96. spring support assembly; 97. third spring; 98. first space; 99. second space; 910. first piston; 911. one-way valve; 912. through hole; 961. mounting seat; 962. holder; 963. sealing sleeve; 964. spring seat. DETAILED DESCRIPTION

[0018] The terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned description of the drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequential order. It should be understood that the terms used in this way can be interchangeable under appropriate circumstances, which is merely a way of distinguishing the objects of the same attributes when describing them in the embodiments of the present application. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, so that the process, method, system, product or equipment comprising a series of units need not be limited to those units, but may include other units that are not clearly listed or inherent to these processes, methods, products or equipment.

[0019] Please refer to Figure 1-Figure 6 In an embodiment of the present invention, a shock-absorbing bracket for a rail transit vehicle is provided, comprising: A first bracket 1, at least four shaft seats 3 are arranged at the bottom thereof; A rotating shaft 4 is rotatably disposed between two corresponding shaft seats 3, and two symmetrically disposed wheel bodies 5 are fixed on the rotating shaft 4; A first spring 2, connected between the shaft seat 3 and the first bracket 1; Two symmetrically arranged bases 8, wherein the bases 8 are fixed below the first bracket 1 by a connecting frame 10; A second bracket 6, a second spring 7 is connected between the second bracket and the base 8; Wherein, the second bracket 6 is connected to the connecting frame 10 by limited sliding; A telescopic component 9 is hinged between the first bracket 1 and the second bracket 6 , and the telescopic component 9 can perform double buffering when being stretched.

[0020] It should be explained that when a rail transit vehicle travels on the track, vibrations are generated. These vibrations are first transmitted to the rotating shaft 4 through the wheel body 5, and then further transmitted to the first bracket 1. The first spring 2, as the first shock-absorbing barrier, absorbs and transforms part of the vibration energy through its elastic deformation, thereby reducing the impact on the first bracket 1.

[0021] After that, the vibration continues to be transmitted downward to the base 8. Since the second bracket 6 and the base 8 are connected via the second spring 7, the second spring 7 will further absorb and transform the vibration energy.

[0022] It is worth noting that the second bracket 6 is connected to the connecting frame 10 by limited sliding. This design allows the second bracket 6 to slide relative to the base 8 within a certain range, thereby improving the stability between the second bracket 6 and the first bracket 1.

[0023] When the vibration intensity is large, the telescopic component 9 will be stretched. The design of the telescopic component 9 enables it to perform double buffering when stretched. This double buffering mechanism makes the shock-absorbing bracket more robust and reliable when dealing with special vibration conditions.

[0024] In summary, a multi-stage shock absorption effect is achieved by combining the dual buffering mechanism of the first spring 2, the second spring 7 and the telescopic assembly 9. This method can more effectively absorb and transform vibration energy, thereby significantly improving the shock absorption performance.

[0025] In addition, the limited sliding connection between the second bracket 6 and the connecting frame 10 and the double buffer mechanism of the telescopic component 9 enhance the stability of the shock-absorbing bracket. Even under special vibration conditions, the structural integrity and functional reliability can be maintained.

[0026] In this embodiment, the telescopic assembly 9 includes: A first cylinder 91, inside which a piston rod 92 is fixed, and an end of the piston rod 92 has a second piston, and the second piston extends out of the first cylinder 91; A second cylinder 93, which is sealingly and slidably connected to the first cylinder 91, and a third cylinder 94 for accommodating the piston rod 92 is embedded in the second cylinder 93; A tension spring 95 is connected between the second piston and the third cylinder 94 .

[0027] The tension spring 95 plays a role of buffering and restoring when the telescopic assembly 9 is stretched. When the telescopic assembly 9 is stretched due to vibration, the tension spring 95 absorbs part of the vibration energy and generates elastic force, thereby reducing the impact on the shock-absorbing bracket. At the same time, after the vibration ends, the tension spring 95 can also help the telescopic assembly 9 return to its original state.

[0028] Specifically, when the vehicle is stationary or the vibration is small, the telescopic assembly 9 is in an initial state. At this time, the second piston is located at a certain position of the first cylinder 91, and the tension spring 95 is in an unstretched state. When the vehicle encounters vibration, the vibration energy is transmitted to the telescopic assembly 9. At this time, the second piston moves in the first cylinder 91, and the tension spring 95 is stretched to absorb part of the vibration energy. As the vibration continues, the telescopic assembly 9 is continuously stretched and compressed. In this process, the tension spring 95 acts as a buffer to reduce the impact on the shock-absorbing bracket. When the vibration ends, the elastic force of the tension spring 95 helps the telescopic assembly 9 return to its original state, ready for the next vibration.

[0029] In addition, a spring support assembly 96 is fixed at the mouth of the second cylinder 93, and the spring support assembly 96 is used to install a third spring 97. Part of the structure of the third spring 97 extends into the third cylinder 94, and in the initial stage, a distance is maintained between the second piston and the third spring 97. When the second piston moves a first distance, it contacts the third spring 97.

[0030] Among them, the spring support assembly 96 is a structure fixed at the mouth of the second cylinder 93, which is used to support and install the third spring 97 to ensure that the third spring 97 can be stably installed in the desired position. The third spring 97 is an elastic element, and part of its structure extends into the third cylinder 94. The stiffness and length of the third spring 97 can be designed according to the shock absorption requirements. In the initial stage, a certain distance is maintained between the second piston and the third spring 97 to ensure that the third spring 97 does not immediately intervene in the shock absorption process when the vibration is small. When the vehicle encounters a large vibration, the second piston begins to move and gradually approaches the third spring 97. After the second piston moves the first distance, it contacts the third spring 97, and the third spring 97 begins to intervene in the shock absorption process. As the vibration continues, the third spring 97 interacts with the second piston. The elastic deformation of the third spring 97 further absorbs and disperses the vibration energy, and together with the tension spring 95, it realizes that the telescopic assembly 9 can perform double buffering when it is stretched.

[0031] In this embodiment, the spring support assembly 96 includes: A mounting seat 961, which is fixedly embedded in the interior of the second cylinder 93, and a clamping seat 962 is fixed in the mounting seat 961; The sealing sleeve 963 is in an inverted T shape and is inserted between the mounting seat 961 and the clamping seat 962 to seal and slide with the piston rod 92; The spring seat 964 is embedded in the seat 962 and is used to support the third spring 97 .

[0032] The mounting seat 961 is fixedly embedded in the second cylinder 93 as the basis of the spring support assembly 96. It provides a stable platform for mounting and supporting the clamping seat 962, the sealing sleeve 963 and the spring seat 964. The sealing sleeve 963 is an inverted T-shaped design, which is clamped between the mounting seat 961 and the clamping seat 962. It is used to seal and slide the piston rod 92, thereby improving the sealing performance of the spring support assembly 96 and ensuring the stability and smoothness of the piston rod 92 during movement.

[0033] In this embodiment, the external fixed sleeve of the piston rod 92 is provided with a first piston 910, and the first piston 910 is sealed and slidably connected to the first cylinder 91. A first space 98 is formed above the first piston 910, between the first cylinder 91 and the piston rod 92, and a second space 99 is formed below the first piston 910, between the first cylinder 91 and the second cylinder 93. Oil is pre-installed in the first space 98 and the second space 99, and a through hole 912 is opened in the first piston 910.

[0034] A one-way valve 911 is embedded in the first piston 910 , and the one-way valve 911 allows liquid to enter the second space 99 from the first space 98 .

[0035] When the first piston 910 moves, the oil will flow between the two spaces (the first space 98 and the second space 99 ), thereby generating a damping effect and further absorbing vibration energy.

[0036] In order to allow the oil to flow between the two spaces, in this embodiment, a through hole 912 is provided in the first piston 910, and the through hole 912 allows the oil to pass between the two spaces. However, due to the presence of the one-way valve 911, the flow direction of the oil is restricted.

[0037] Furthermore, the one-way valve 911 is embedded in the first piston 910, allowing the liquid to enter the second space 99 from the first space 98, but preventing the liquid from flowing in the opposite direction. This design allows the oil in the first space 98 to enter the second space 99 through the one-way valve 911 when the first piston 910 moves upward, and produces a damping effect. When the first piston 910 moves downward, the oil in the second space 99 can only flow back to the first space 98 through the through hole 912. At this time, the first piston 910 will slowly return to its original position under the action of the oil pressure. This reset process helps to maintain the stability of the shock absorber bracket and improve the driving comfort.

[0038] In this embodiment, a bearing 11 is embedded inside the shaft seat 3, and the bearing 11 includes an inner ring, an outer ring, and a ball arranged between the inner ring and the outer ring, wherein the outer wall of the outer ring is interference fit with the shaft seat 3, and the inner wall of the inner ring and the outer wall of the rotating shaft 4 are both provided with a limiting groove 15, and the two limiting grooves 15 are slidably connected with a limiting strip.

[0039] A cover 12 is fixed to the outside of the shaft seat 3 , and the cover 12 can axially position the bearing 11 .

[0040] In this embodiment, the outer wall of the outer ring is interference fit with the shaft seat 3, which ensures the stability and firmness of the bearing 11 in the shaft seat 3. This fit prevents the bearing 11 from loosening or falling off under vibration or impact.

[0041] In addition, the inner wall of the inner ring and the outer wall of the rotating shaft 4 are both provided with a limiting groove 15, and the limiting strips are slidably connected in the two limiting grooves 15. In this way, not only the connection strength between the rotating shaft 4 and the bearing 11 is enhanced, but also the circumferential relative rotation between the rotating shaft 4 and the inner wall of the inner ring is limited.

[0042] In addition, a limit plate 13 is fixed to the end of the rotating shaft 4 , and a disc spring 14 is connected between the limit plate 13 and the bearing 11 .

[0043] It should be explained that a cover 12 is fixed to the outside of the shaft seat 3, and the cover 12 can axially position the bearing 11, thereby further preventing the bearing 11 from moving in the axial direction.

[0044] A limit plate 13 is fixed to the end of the rotating shaft 4, and a disc spring 14 is connected between the limit plate 13 and the bearing 11. The disc spring 14, as a special form of spring, has the characteristics of small size, strong bearing capacity, and large deformation. Here, the disc spring 14 not only plays a role in buffering and shock absorption, but also absorbs and transforms vibration energy through its elastic deformation, thereby further improving the shock absorption performance of the shock-absorbing bracket, and by allowing the rotating shaft 4 to perform micro-displacement in the axial direction and combining the elastic deformation of the disc spring, it can more effectively absorb and transform vibration energy, thereby improving the shock absorption performance.

[0045] What is described above is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can make equivalent replacements or changes according to the technical scheme and inventive concept of the present invention within the technical scope disclosed by the present invention, which should be covered by the protection scope of the present invention.

Claims

1. A shock-absorbing bracket for rail transit vehicles, characterized in that: include: A first bracket (1), having at least four shaft seats (3) arranged at the bottom thereof; A rotating shaft (4) is rotatably disposed between two corresponding shaft seats (3), and two symmetrically disposed wheel bodies (5) are fixed to the rotating shaft (4); A first spring (2) connected between the shaft seat (3) and the first bracket (1); Two symmetrically arranged bases (8), the bases (8) being fixed below the first bracket (1) by means of a connecting frame (10); A second bracket (6), a second spring (7) being connected between the second bracket and the base (8); Wherein, the second bracket (6) is connected to the connecting frame (10) in a limited sliding manner; A telescopic component (9) is hingedly connected between the first bracket (1) and the second bracket (6), and the telescopic component (9) is capable of performing double buffering when being stretched.

2. The shock-absorbing bracket for rail transit vehicles according to claim 1, characterized in that: The telescopic assembly (9) comprises: A first cylinder (91) having a piston rod (92) fixed therein, wherein the end of the piston rod (92) has a second piston, and the second piston extends out of the first cylinder (91); A second cylinder (93) is sealingly and slidably connected to the first cylinder (91), and a third cylinder (94) for accommodating the piston rod (92) is embedded in the interior of the second cylinder (93); A tension spring (95) is connected between the second piston and the third cylinder (94).

3. The shock-absorbing bracket for rail transit vehicles according to claim 2, characterized in that: A spring support assembly (96) is fixed at the mouth of the second cylinder (93). The spring support assembly (96) is used to install a third spring (97). Part of the structure of the third spring (97) extends into the third cylinder (94). In the initial stage, a distance is maintained between the second piston and the third spring (97). When the second piston moves a first distance, it contacts the third spring (97).

4. The shock-absorbing bracket for rail transit vehicles according to claim 3, characterized in that: The spring support assembly (96) comprises: A mounting seat (961) fixedly embedded in the interior of the second cylinder (93), and a clamping seat (962) is fixed in the mounting seat (961); A sealing sleeve (963) which is in an inverted T shape and is inserted between the mounting seat (961) and the clamping seat (962) and is used for sealing and sliding connection with the piston rod (92); A spring seat (964) is embedded in the seat (962) and is used to support the third spring (97).

5. The shock-absorbing bracket for rail transit vehicles according to claim 2, characterized in that: The outer fixed sleeve of the piston rod (92) is provided with a first piston (910), and the first piston (910) is sealingly and slidably connected to the first cylinder (91). A first space (98) is formed above the first piston (910), between the first cylinder (91) and the piston rod (92), and a second space (99) is formed below the first piston (910), between the first cylinder (91) and the second cylinder (93). Oil is pre-set in the first space (98) and the second space (99), and a through hole (912) is opened in the first piston (910).

6. The shock-absorbing bracket for rail transit vehicles according to claim 5, characterized in that: A one-way valve (911) is also embedded in the first piston (910), and the one-way valve (911) allows liquid to enter the second space (99) from the first space (98).

7. The shock-absorbing bracket for rail transit vehicles according to claim 1, characterized in that: A bearing (11) is embedded in the interior of the shaft seat (3), and the bearing (11) comprises an inner ring, an outer ring, and a ball disposed between the inner ring and the outer ring, wherein the outer wall of the outer ring is interference fit with the shaft seat (3), and the inner wall of the inner ring and the outer wall of the rotating shaft (4) are both provided with a limiting groove (15), and the two limiting grooves (15) are slidably connected to a limiting strip.

8. The shock-absorbing bracket for rail transit vehicles according to claim 7, characterized in that: A cover (12) is fixed to the outside of the shaft seat (3), and the cover (12) is capable of axially positioning the bearing (11).

9. The shock-absorbing bracket for rail transit vehicles according to claim 8, characterized in that: A limit plate (13) is fixed to the end of the rotating shaft (4), and a disc spring (14) is connected between the limit plate (13) and the bearing (11).

Images