Damping device and railway vehicle

Abstract

The invention relates to the technical field of railway vehicles, and provides a damping device and a railway vehicle. In the damping device, self-adaptive rigidity adjustment of a dynamic load is achieved through cooperation of a main spring assembly and an auxiliary spring, in a first-stage bearing range, a bearing connecting piece moves along with the main spring assembly and keeps a separated state from the auxiliary spring, and the main spring assembly elastically deforms independently to provide basic rigidity; in the second-stage bearing range, the bearing connecting piece further moves along with the increase of the load and abuts against the auxiliary spring, the auxiliary spring and the main spring assembly cooperatively deform to provide composite rigidity with higher supporting force, and therefore the damping requirements under different load working conditions are met. Through grading cooperation of the main spring assembly and the auxiliary spring, the low overall rigidity is kept in the low-load state, and vibration transmission is effectively reduced; higher composite rigidity is provided in a high-load state, excessive deformation of the floor is effectively restrained, automatic adaptation to different load working conditions is achieved, good balance is achieved between light load and heavy load, and safety and comfort are improved.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle technology, and more particularly to a shock absorption device and a rail vehicle. Background Technology

[0002] As the global rail transit industry rapidly develops towards higher speeds, lighter weight, and greater comfort, the operating speed of rail vehicles continues to increase, and lightweight design of car body structures is becoming increasingly common. This has made vibration and noise problems during vehicle operation more prominent, seriously affecting the riding comfort and travel experience of drivers and passengers.

[0003] Currently, the traditional vibration damping devices widely used in rail vehicles are mostly single-stiffness rubber vibration dampers or fixed-damping hydraulic vibration dampers, which cannot adapt to dynamic changes in load. If designed with low stiffness for unloaded conditions, the floor will deform excessively due to insufficient stiffness under impact loads such as full load or passenger bouncing, affecting structural reliability. If designed with high stiffness for full load conditions, the vibration damping effect will be poor under unloaded or light load conditions, and vibration and noise transmission will be significant, reducing ride comfort. Summary of the Invention

[0004] To address the aforementioned technical problems, the present invention provides a shock absorption device and a rail vehicle.

[0005] A first aspect of the present invention provides a vibration damping device, comprising: a load-bearing connector; a main spring assembly connected to the load-bearing connector, the load-bearing connector being movable with the deformation of the main spring assembly; and an auxiliary spring disposed on the movement path of the load-bearing connector and configured such that, within a primary load-bearing range, the load-bearing connector remains separated from the auxiliary spring, allowing the main spring assembly to deform independently and provide basic stiffness; and, within a secondary load-bearing range, the load-bearing connector is movable and presses against the auxiliary spring, allowing the auxiliary spring and the main spring assembly to deform collaboratively and provide composite stiffness. The maximum value of the primary load-bearing range is less than the minimum value of the secondary load-bearing range.

[0006] According to a vibration damping device provided by the present invention, the vibration damping device further includes: a vibration damping structure, the vibration damping structure being connected to the main spring assembly and used to provide adaptive vibration damping force.

[0007] According to a vibration damping device provided by the present invention, the vibration damping structure includes: a support frame, the support frame being connected to the main spring assembly and forming a first liquid chamber together with the main spring assembly, the support frame having an inertial channel; an elastic cover, the elastic cover being connected to the side of the support frame away from the main spring assembly and forming a second liquid chamber together with the support frame, the second liquid chamber and / or the first liquid chamber being filled with damping fluid; and a decoupling diaphragm assembly, the decoupling diaphragm assembly being connected to the support frame and capable of forming a decoupling channel with the support frame.

[0008] The inertial channel and the decoupling channel are configured such that: when the external excitation is low-frequency and large-amplitude, the first liquid chamber is connected to the second liquid chamber through the inertial channel; when the external excitation is high-frequency and small-amplitude, the first liquid chamber is connected to the second liquid chamber through the inertial channel and the decoupling channel.

[0009] According to a shock-absorbing device provided by the present invention, a decoupling cavity is formed on the support frame, and the decoupling cavity is located between the first liquid chamber and the second liquid chamber.

[0010] The decoupling diaphragm assembly includes: a partition plate connected to the side of the decoupling cavity near the second liquid chamber, the partition plate having a first flow-through hole; a pressure plate connected to the side of the decoupling cavity near the first liquid chamber, the pressure plate having a second flow-through hole; and a decoupling diaphragm sandwiched between the pressure plate and the partition plate, forming the decoupling channel together with the first flow-through hole, the inner wall of the decoupling cavity, and the second flow-through hole.

[0011] When the external excitation is low-frequency and large-amplitude, the decoupling diaphragm is pressed against the partition under the pressure of the damping fluid to close the decoupling channel; when the external excitation is high-frequency and small-amplitude, the decoupling diaphragm separates from the partition and the pressure plate under the action of the damping fluid pulsation to open the decoupling channel.

[0012] According to a vibration damping device provided by the present invention, the flow area of ​​the decoupling channel is larger than the flow area of ​​the inertial channel.

[0013] According to a shock-absorbing device provided by the present invention, the main spring assembly includes: a main spring body, the main spring body being connected to the bearing connector, and the main spring body being able to dock to the support frame and together with the support frame forming the first liquid chamber; and a main spring skeleton, the main spring skeleton being pressed onto the side of the edge of the main spring body away from the support frame and connected to the support frame.

[0014] According to a shock-absorbing device provided by the present invention, the support frame is provided with a connection hole.

[0015] The main spring assembly further includes a connecting post, which is disposed on the main spring frame and is inserted into the connecting hole.

[0016] According to a shock-absorbing device provided by the present invention, the support frame is further provided with a liquid injection hole, which communicates with the first liquid chamber; the main spring body is provided with a vent hole, which communicates with the first liquid chamber.

[0017] According to a shock-absorbing device provided by the present invention, a mounting cavity is formed on the main spring body, the mounting cavity is used to connect the bearing connector, and a cavity is formed on the bearing connector; an extended vent is provided in the cavity, the extended vent is disposed in the cavity and communicates with the vent hole, and a sealing cap is installed at the extended vent.

[0018] A second aspect of the present invention provides a rail vehicle including the shock absorption device described above.

[0019] The vibration damping device provided by this invention includes a load-bearing connector, a main spring assembly, and an auxiliary spring. The load-bearing connector is used to transmit loads. The main spring assembly is used to provide basic vibration damping support. The auxiliary spring is used to form a graded cooperation structure with the main spring assembly. The main spring assembly is fixedly connected to the load-bearing connector, and the load-bearing connector can move stably in a preset direction with the elastic deformation of the main spring assembly. The auxiliary spring is disposed on the movement path of the load-bearing connector. Through the coordinated cooperation of the main spring assembly and the auxiliary spring, adaptive stiffness adjustment for dynamic loads is achieved. Within the first-level load range, the load-bearing connector only moves with the deformation of the main spring assembly and remains separated from the auxiliary spring. The main spring assembly undergoes independent elastic deformation to provide basic stiffness suitable for low-load conditions. Within the second-level load range, the load-bearing connector moves further with the increase of load and presses against the auxiliary spring. The auxiliary spring and the main spring assembly undergo coordinated deformation to provide a stronger composite stiffness, thereby accurately adapting to the vibration damping requirements under different load conditions. The maximum value of the first-level load range is less than the minimum value of the second-level load range. For example, the first-level load capacity is suitable for low-load scenarios such as no load and light load, while the second-level load capacity is suitable for impact load scenarios such as full load and passenger jumping.

[0020] Within the primary load-bearing range, i.e., under low-load conditions, such as when the rail vehicle is unloaded or lightly loaded, the load does not reach the minimum value of the secondary load-bearing range. The load-bearing connector moves only with the elastic deformation of the main spring assembly, but remains separated from the auxiliary spring. At this time, only the main spring assembly deforms independently, providing basic stiffness for the device and achieving efficient vibration reduction under low load. Within the secondary load-bearing range, i.e., under high-load conditions, such as when the rail vehicle is fully loaded or subjected to impact loads such as passenger bouncing, the load reaches and exceeds the minimum value of the secondary load-bearing range. The movement distance of the load-bearing connector increases, gradually pressing against the auxiliary spring. At this time, the auxiliary spring and the main spring assembly deform together, jointly providing composite stiffness and forming a stronger supporting force.

[0021] As described above, through the graded coordination of the main spring assembly and the auxiliary spring, the main spring assembly independently provides basic stiffness within the first-level load range (low load condition). This maintains a relatively low overall stiffness under no-load and light-load conditions, effectively reducing vibration transmission and improving the problem of poor vibration reduction and significant vibration and noise transmission in traditional single high-stiffness vibration dampers under light loads. Within the second-level load range (high load condition), the load-bearing connector presses against the auxiliary spring, allowing the main spring assembly and auxiliary spring to work together to provide higher composite stiffness. This effectively suppresses excessive floor deformation under full load or impact loads such as passenger bouncing, solving the problem of excessive structural deformation due to insufficient stiffness in traditional single low-stiffness vibration dampers under heavy loads. Through the structure's own graded stiffness design, automatic adaptation to different load conditions is achieved, maintaining a good balance between light and heavy loads, thus improving the ride comfort and performance of rail vehicles.

[0022] Furthermore, the rail vehicle provided by the present invention, since it includes the shock absorption device as described above, also possesses the advantages described above. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of the structure of the shock absorption device provided by the present invention. Figure 1 .

[0025] Figure 2 This is a schematic diagram of the structure of the shock absorption device provided by the present invention. Figure 2 .

[0026] Figure 3 yes Figure 2 Sectional view of AA.

[0027] Figure 4 This is a structural schematic diagram of the main spring assembly and the load-bearing connecting member in the shock absorption device provided by the present invention.

[0028] Figure 5 This is a simplified schematic diagram of part of the structure of the rail vehicle provided by the present invention.

[0029] Reference numerals: 100, load-bearing connector; 200, main spring assembly; 210, main spring body; 220, main spring frame; 230, connecting column; 300, auxiliary spring; 400, shock absorption and damping structure; 410, support frame; 420, elastic cover; 430, partition plate; 440, pressure plate; 450, decoupling diaphragm; 460, first liquid chamber; 470, second liquid chamber; 480, decoupling cavity; 490, inertial channel; 500, extended exhaust port; 600, vehicle floor; 700, interior floor panel; 800, floor groove. Detailed Implementation

[0030] The embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and should not be construed as limiting the scope of the invention.

[0031] In the description of the embodiments of the present invention, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0032] In the description of the embodiments of the present invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of the present invention based on the specific circumstances.

[0033] In embodiments of the present invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0034] In the description of this specification, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Furthermore, without contradiction, those skilled in the art can combine and integrate different embodiments or examples and features of different embodiments or examples described in this specification to make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer. The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0035] The following is combined Figures 1 to 5 This invention describes a shock-absorbing device and a rail vehicle provided in an embodiment of the invention. It should be understood that the following description is merely an illustrative embodiment of the invention and does not constitute any particular limitation on the invention.

[0036] An embodiment of the first aspect of the present invention provides a shock absorption device, such as... Figures 1 to 4It includes: a load-bearing connector 100; a main spring assembly 200 connected to the load-bearing connector 100, the load-bearing connector 100 being movable with the deformation of the main spring assembly 200; and an auxiliary spring 300 disposed on the movement path of the load-bearing connector 100 and configured such that, within the primary load-bearing range, the load-bearing connector 100 and the auxiliary spring 300 remain separate, allowing the main spring assembly 200 to deform independently and provide basic stiffness; and, within the secondary load-bearing range, the load-bearing connector 100 can move and press against the auxiliary spring 300, allowing the auxiliary spring 300 to deform collaboratively with the main spring assembly 200 and provide composite stiffness. The maximum value of the primary load-bearing range is less than the minimum value of the secondary load-bearing range.

[0037] In other words, the shock absorption device provided by this invention includes a load-bearing connector 100, a main spring assembly 200, and an auxiliary spring 300. The load-bearing connector 100 is used to transmit loads. The main spring assembly 200 is used to provide basic shock absorption support. The auxiliary spring 300 is used to form a graded cooperation structure with the main spring assembly 200. The main spring assembly 200 is fixedly connected to the load-bearing connector 100, and the load-bearing connector 100 can move stably in a preset direction with the elastic deformation of the main spring assembly 200. The auxiliary spring 300 is disposed on the movement path of the load-bearing connector 100. The adaptive stiffness adjustment for dynamic loads is achieved through the coordinated operation of the main spring assembly 200 and the auxiliary spring 300. Within the primary load range, the load-bearing connector 100 moves only with the deformation of the main spring assembly 200 and remains separated from the auxiliary spring 300. The main spring assembly 200 undergoes independent elastic deformation to provide basic stiffness suitable for low-load conditions. Within the secondary load range, the load-bearing connector 100 moves further with increasing load and presses against the auxiliary spring 300. The auxiliary spring 300 and the main spring assembly 200 undergo coordinated deformation to provide stronger composite stiffness, thus accurately adapting to vibration reduction requirements under different load conditions. The maximum value of the primary load range is less than the minimum value of the secondary load range. For example, the primary load range is suitable for low-load scenarios such as no load and light load, while the secondary load range is suitable for impact load scenarios such as full load and passenger jumping.

[0038] Within the primary load-bearing range, i.e., under low-load conditions, such as when the rail vehicle is unloaded or lightly loaded, the load does not reach the minimum value of the secondary load-bearing range. The load-bearing connector 100 moves only with the elastic deformation of the main spring assembly 200, but remains separated from the auxiliary spring 300. At this time, only the main spring assembly 200 deforms independently, providing basic stiffness for the device and achieving efficient vibration reduction under low load. Within the secondary load-bearing range, i.e., under high-load conditions, such as when the rail vehicle is fully loaded or subjected to impact loads such as passenger jumping, the load reaches and exceeds the minimum value of the secondary load-bearing range. The moving distance of the load-bearing connector 100 increases, gradually pressing against the auxiliary spring 300. At this time, the auxiliary spring 300 and the main spring assembly 200 deform together, jointly providing composite stiffness and forming a stronger supporting force.

[0039] As described above, through the graded cooperation of the main spring assembly 200 and the auxiliary spring 300, the main spring assembly 200 independently provides basic stiffness within the first-level load range (low load condition). This maintains a relatively low overall stiffness under no-load and light-load conditions, effectively reducing vibration transmission and improving the problem of poor vibration reduction and significant vibration and noise transmission in traditional single high-stiffness vibration dampers under light loads. Within the second-level load range (high load condition), the load-bearing connector 100 presses against the auxiliary spring 300, allowing the main spring assembly 200 and the auxiliary spring 300 to work together to provide higher composite stiffness. This effectively suppresses excessive floor deformation under full load or impact loads such as passenger bouncing, solving the problem of excessive structural deformation caused by insufficient stiffness in traditional single low-stiffness vibration dampers under heavy loads. Through the graded stiffness design of the structure itself, automatic adaptation to different load conditions is achieved, resulting in a good balance between light and heavy loads, improving the ride comfort and performance of rail vehicles.

[0040] For example, the initial distance between the load-bearing connector 100 and the auxiliary spring 300 is 2 mm. If the distance the load-bearing connector 100 moves with the deformation of the main spring assembly 200 is less than or equal to 2 mm, the main spring assembly 200 independently provides the basic stiffness. If the distance the load-bearing connector 100 moves with the deformation of the main spring assembly 200 is greater than 2 mm, the main spring assembly 200 and the auxiliary spring 300 work together to provide higher composite stiffness.

[0041] In one embodiment of the present invention, such as Figures 1 to 3 As shown, the damping device also includes a damping structure 400, which is connected to the main spring assembly 200 and is used to provide adaptive damping force.

[0042] The automatic switching of stiffness under different load conditions is achieved through the graded cooperation of the main spring assembly 200 and the auxiliary spring 300. The damping structure 400 works in conjunction with the main spring assembly 200, automatically adjusting the damping force according to changes in vibration characteristics, thus achieving appropriate damping effects under different operating conditions. Through dual adaptive adjustment of stiffness and damping, the vibration damping device can not only maintain good support performance and structural adaptability under low and high load conditions, but also effectively suppress the transmission and amplification of vibration, improve its adaptability to a wide range of vibration excitations, further improve the vibration response characteristics of the rail vehicle, and enhance ride comfort and running smoothness.

[0043] In one embodiment of the present invention, the shock-absorbing damping structure 400 includes: a support frame 410, which is connected to the main spring assembly 200 and together with the main spring assembly 200 forms a first liquid chamber 460, and an inertial channel 490 is formed on the support frame 410; an elastic cover 420, which is connected to the side of the support frame 410 away from the main spring assembly 200 and together with the support frame 410 forms a second liquid chamber 470, and the second liquid chamber 470 and / or the first liquid chamber 460 are filled with damping fluid; and a decoupling diaphragm assembly, which is connected to the support frame 410 and is capable of forming a decoupling channel with the support frame 410.

[0044] The inertial channel 490 and the decoupling channel are configured such that: when the external excitation is low frequency and large amplitude, the first liquid chamber 460 is connected to the second liquid chamber 470 through the inertial channel 490; when the external excitation is high frequency and small amplitude, the first liquid chamber 460 is connected to the second liquid chamber 470 through the inertial channel 490 and the decoupling channel.

[0045] In one embodiment of the present invention, a decoupling cavity 480 is formed on the support frame 410, and the decoupling cavity 480 is located between the first liquid chamber 460 and the second liquid chamber 470.

[0046] The decoupling diaphragm assembly includes: a partition plate 430, which is connected to the side of the decoupling cavity 480 near the second liquid chamber 470, and the partition plate 430 is provided with a first flow hole; a pressure plate 440, which is connected to the side of the decoupling cavity 480 near the first liquid chamber 460, and the pressure plate 440 is provided with a second flow hole; and a decoupling diaphragm 450, which is sandwiched between the pressure plate 440 and the partition plate 430, and together with the first flow hole, the inner wall of the decoupling cavity 480 and the second flow hole, forms a decoupling channel.

[0047] When the external excitation is low-frequency and large-amplitude, the decoupling diaphragm 450 is pressed against the partition 430 by the damping fluid pressure to close the decoupling channel; when the external excitation is high-frequency and small-amplitude, the decoupling diaphragm 450 is separated from the partition 430 and the pressure plate 440 by the damping fluid pulsation to open the decoupling channel.

[0048] In one embodiment of the present invention, the flow area of ​​the decoupling channel is greater than the flow area of ​​the inertial channel 490.

[0049] Furthermore, in one embodiment of the present invention, the main spring assembly 200 includes: a main spring body 210, which is connected to the bearing connector 100 and can be docked to the support frame 410, and together with the support frame 410 forms a first liquid chamber 460; and a main spring skeleton 220, which is pressed onto the side of the main spring body 210 away from the support frame 410 and connected to the support frame 410.

[0050] In another embodiment of the present invention, the support frame 410 is provided with a connection hole.

[0051] The main spring assembly 200 also includes a connecting post 230, which is disposed on the main spring frame 220 and is inserted into the connecting hole.

[0052] In one embodiment of the present invention, the support frame 410 is further provided with a liquid injection hole, which is connected to the first liquid chamber 460; the main spring body 210 is provided with a vent hole, which is connected to the first liquid chamber 460.

[0053] Furthermore, a mounting cavity is formed on the main spring body 210, which is used to connect the bearing connector 100. A cavity is formed on the bearing connector 100. An extended vent 500 is provided in the cavity. The extended vent 500 is located in the cavity and communicates with the vent hole. A sealing cap is installed at the extended vent 500.

[0054] Specifically, such as Figures 1 to 3 As shown, the vibration damping structure includes a support frame 410, an elastic cover 420, and a decoupling diaphragm assembly. The support frame 410 is connected to the main spring assembly 200 and together with the main spring assembly 200, forms a first liquid chamber 460. An inertial channel 490 is formed on the support frame 410, which penetrates the support frame 410 and connects the first liquid chamber 460 and the second liquid chamber 470. For example, the inertial channel 490 is a spiral channel. The elastic cover 420 is connected to the side of the support frame 410 away from the main spring assembly 200 and together with the support frame 410, forms the second liquid chamber 470. The first liquid chamber 460 and the second liquid chamber 470 are filled with damping fluid to ensure a stable output of damping force.

[0055] A decoupling cavity 480 is also formed inside the support frame 410, located between the first liquid chamber 460 and the second liquid chamber 470. A decoupling diaphragm assembly is installed within the decoupling cavity 480, comprising a partition plate 430, a pressure plate 440, and a decoupling diaphragm 450. The partition plate 430 is connected to the side of the decoupling cavity 480 near the second liquid chamber 470 and has multiple first flow holes thereon; the pressure plate 440 is connected to the side of the decoupling cavity 480 near the first liquid chamber 460 and has multiple second flow holes thereon. The decoupling diaphragm 450 is sandwiched between the pressure plate 440 and the partition plate 430, and together with the inner wall of the decoupling cavity 480, the first flow holes, and the second flow holes, forms a decoupling channel.

[0056] When the external excitation is low-frequency and large-amplitude, the damping fluid generates significant pressure within the liquid chamber, causing the decoupling diaphragm 450 to press against the partition 430 under pressure, thereby blocking the first flow orifice and closing the decoupling channel. At this time, the first liquid chamber 460 and the second liquid chamber 470 are connected only through the inertial channel 490. The damping fluid flowing within the inertial channel 490 generates a significant damping force, effectively suppressing low-frequency and large-amplitude vibrations.

[0057] Under external excitation of high frequency and small amplitude, the damping fluid generates rapid pulsations, causing the decoupling diaphragm 450 to separate from the partition 430 and pressure plate 440 under the action of pulsation. The first flow hole, the decoupling channel, and the second flow hole are connected, and the decoupling channel is opened. At this time, the damping fluid can flow simultaneously through the inertial channel 490 and the decoupling channel between the first liquid chamber 460 and the second liquid chamber 470, significantly reducing the flow resistance and thus providing a smaller damping force. Since the flow area of ​​the decoupling channel is larger than that of the inertial channel 490, most of the damping fluid will preferentially flow through the decoupling channel with lower resistance, which can further reduce the overall flow resistance, allowing the device to output a smaller damping force. This allows for more precise adaptation to the vibration isolation requirements of high frequency and small amplitude vibrations, improving the vibration reduction effect under this condition.

[0058] The distinction between low-frequency large amplitude and high-frequency small amplitude can be based on vibration frequency and amplitude threshold. For example, low-frequency large amplitude corresponds to the impact vibration caused by rail vehicles passing over track joints, roadbed undulations, etc., with a vibration frequency of 1-10Hz and an amplitude greater than 1mm; high-frequency small amplitude corresponds to the aerodynamic vibration of vehicles running at high speed, equipment operation vibration, and vibration caused by minor track irregularities, with a vibration frequency of greater than 10Hz and an amplitude less than 1mm.

[0059] The main spring assembly 200 includes a main spring body 210 and a main spring frame 220. The main spring body 210 is connected to the load-bearing connector 100. The main spring body 210 has a mating edge that can precisely fit against the edge of the support frame 410. After mating, the two together enclose and form a sealed first liquid chamber 460. The outline of the main spring frame 220 is adapted to the edge of the main spring body 210. During assembly, the main spring frame 220 fits against the outer edge of the main spring body 210. A connecting post 230 is provided at each of the four corners of the main spring frame 220. Each connecting post 230 is inserted into the corresponding connecting hole of the support frame 410 by interference fit, so that the main spring body 210 is firmly pressed onto the support frame 410, realizing the precise positioning and stable assembly of the main spring assembly 200 and the support frame 410.

[0060] This structural design eliminates the need for additional auxiliary methods such as bolt fastening and adhesive fixing, resulting in a simple and compact structure and a simple and efficient assembly process. The interference fit mechanical connection provides excellent vibration and impact resistance, maintaining connection stability and preventing loosening and failure even under the long-term bumpy operation of rail vehicles. At the same time, it eliminates the need to purchase additional consumables such as bolts and adhesives, reducing manufacturing and subsequent maintenance costs. Furthermore, the mechanical structure is highly versatile, facilitating mass production and assembly.

[0061] like Figure 1 and Figure 3 As shown, a mounting cavity is formed on the main spring body 210, and the bearing connector 100 is embedded in the mounting cavity to achieve a stable assembly. The bearing connector 100 adopts a U-shaped structure with a central cavity inside, in which an extended vent 500 is provided. In addition, the support frame 410 is also provided with a liquid injection hole, which communicates with the first liquid chamber 460 for injecting damping fluid into the liquid chamber; the main spring body 210 is correspondingly provided with a vent hole, one end of which communicates with the first liquid chamber 460, and the other end of which connects to the extended vent 500 to form a complete venting channel. When injecting damping fluid, the air in the liquid chamber can first enter the extended vent 500 through the vent hole, and then be discharged from the extended vent 500, which can further remove residual air in the liquid chamber and ensure that the damping fluid is fully filled. A sealing cap is installed at the extended vent 500. After venting is completed, the extended vent 500 is sealed to ensure the airtightness of the first liquid chamber 460 and prevent damping fluid leakage.

[0062] A second aspect of the present invention provides a rail vehicle including the shock absorption device described above.

[0063] like Figure 5 As shown, the rail vehicle also includes a body floor 600, an interior floor, and a floor groove 800. The body floor 600, as the basic load-bearing component, is located at the bottom layer. The floor groove 800 is welded and fixed to a pre-set installation position on the body floor 600, forming an assembly base for the shock absorber. The shock absorber is correspondingly installed on the floor groove 800 and fixedly connected to the floor groove 800 with bolts, achieving an indirect and stable assembly with the body floor 600. The interior floor is positioned above the shock absorber and fixedly connected to the upper end of the shock absorber with screws, ensuring that the shock absorber is precisely positioned between the interior floor and the body floor 600, fully utilizing its vibration damping and buffering effect.

[0064] Furthermore, the rail vehicle provided by the present invention, since it includes the shock absorption device as described above, also possesses the advantages described above.

[0065] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A shock absorption device, characterized in that, include: Load-bearing connector (100); A main spring assembly (200) is connected to the bearing connector (100), and the bearing connector (100) is movable with the deformation of the main spring assembly (200); An auxiliary spring (300) is disposed on the moving path of the bearing connector (100) and configured such that, within the primary bearing range, the bearing connector (100) remains separated from the auxiliary spring (300) so that the main spring assembly (200) deforms independently and provides basic stiffness; within the secondary bearing range, the bearing connector (100) can move and press against the auxiliary spring (300) so that the auxiliary spring (300) and the main spring assembly (200) deform together and provide composite stiffness. The maximum value of the first-level load-bearing range is less than the minimum value of the second-level load-bearing range.

2. The shock absorption device according to claim 1, characterized in that, The shock absorption device also includes: A damping structure (400) is connected to the main spring assembly (200) and is used to provide adaptive damping force.

3. The shock absorption device according to claim 2, characterized in that, The damping structure (400) includes: A support frame (410) is connected to the main spring assembly (200) and together with the main spring assembly (200) forms a first liquid chamber (460). An inertial channel (490) is formed on the support frame (410). An elastic cover (420) is connected to the side of the support frame (410) away from the main spring assembly (200) and together with the support frame (410) forms a second liquid chamber (470), wherein the first liquid chamber (460) and / or the second liquid chamber (470) are filled with damping fluid; A decoupling membrane assembly is connected to the support frame (410) and is capable of forming a decoupling channel with the support frame (410); The inertial channel (490) and the decoupling channel are configured such that: when the external excitation is low frequency and large amplitude, the first liquid chamber (460) is connected to the second liquid chamber (470) through the inertial channel (490); when the external excitation is high frequency and small amplitude, the first liquid chamber (460) is connected to the second liquid chamber (470) through the inertial channel (490) and the decoupling channel.

4. The shock absorption device according to claim 3, characterized in that, A decoupling cavity (480) is formed on the support frame (410), and the decoupling cavity (480) is located between the first liquid chamber (460) and the second liquid chamber (470); The decoupling membrane assembly includes: A partition (430) is connected to the side of the decoupling cavity (480) near the second liquid chamber (470), and the partition (430) is provided with a first flow hole; A pressure plate (440) is connected to the side of the decoupling cavity (480) near the first liquid chamber (460), and the pressure plate (440) is provided with a second flow hole; A decoupling diaphragm (450) is sandwiched between the pressure plate (440) and the partition plate (430), and together with the first flow hole, the inner wall of the decoupling cavity (480) and the second flow hole, forms the decoupling channel; When the external excitation is low frequency and large amplitude, the decoupling diaphragm (450) is pressed against the partition (430) under the action of damping fluid pressure to close the decoupling channel; when the external excitation is high frequency and small amplitude, the decoupling diaphragm (450) is separated from the partition (430) and the pressure plate (440) under the action of damping fluid pulsation to open the decoupling channel.

5. The shock absorption device according to claim 4, characterized in that, The flow area of ​​the decoupling channel is greater than that of the inertial channel (490).

6. The shock absorption device according to claim 4, characterized in that, The main spring assembly (200) includes: The main spring body (210) is connected to the bearing connector (100), and the main spring body (210) can be docked to the support frame (410) and together with the support frame (410) form the first liquid chamber (460). The main spring frame (220) is pressed onto the edge of the main spring body (210) away from the support frame (410) and connected to the support frame (410).

7. The shock absorption device according to claim 6, characterized in that, The support frame (410) is provided with connection holes; The main spring assembly (200) also includes: A connecting post (230) is disposed on the main spring frame (220) and is inserted into the connecting hole.

8. The shock absorption device according to any one of claims 3 to 7, characterized in that, The support frame (410) is also provided with a liquid injection hole, which is connected to the first liquid chamber (460); The main spring body (210) is provided with an exhaust hole, which is connected to the first liquid chamber (460).

9. The shock absorption device according to claim 8, characterized in that, The main spring body (210) has a mounting cavity, which is used to connect the bearing connector (100), and the bearing connector (100) has a cavity. An extended exhaust port (500) is provided inside the cavity. The extended exhaust port (500) is located inside the cavity and communicates with the exhaust hole. A sealing cap is installed at the extended exhaust port (500).

10. A rail vehicle, characterized in that, Includes the shock absorption device as described in any one of claims 1 to 9.

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