Railway vehicle obstacle detection system facing shock-absorbing noise reduction support and noise reduction method

Abstract

The present application relates to the technical field of support, specifically to a shock-absorbing and noise-reducing support for a rail vehicle obstacle detection system, comprising a mounting support, a main support is detachably installed on the upper surface of the mounting support through bolts, an outer shell is detachably installed on the upper surface of the mounting support, a radar module is detachably installed on the main support through bolts, a buffer device is arranged on the main support, and a camera module is arranged on the buffer device. By setting a double shock-absorbing structure, a high-damping rubber shock absorber between the mounting support and the vehicle body can achieve a low-frequency vibration attenuation rate of greater than or equal to 65% in the 5-50Hz frequency band, effectively attenuating most of the vibrations transmitted by the vehicle body, the main support adopts a topologically optimized composite aluminum profile, has a built-in particle sound absorption structure, and avoids the 2-50Hz external excitation main frequency band, which can not only avoid structural resonance, but also further dissipate residual vibrations.

Description

Technical Field

[0001] This invention relates to the field of support technology, specifically to a vibration damping and noise reduction support and method for obstacle detection systems for rail vehicles. Background Technology

[0002] During operation, rail vehicles generate continuous vibration and noise due to vehicle body vibration, wheel-rail friction, and the operation of onboard equipment. This affects the stability of the obstacle detection system. In existing rail vehicle obstacle detection systems, radar and camera modules are usually rigidly mounted directly on the vehicle body support without a specific shock absorption structure. The vibration generated during vehicle operation is easily transmitted directly to the sensors, causing blurred camera images, reduced radar detection accuracy, and long-term vibration can also reduce the lifespan of the sensors. Meanwhile, radar operating noise and vehicle running noise can easily reflect and superimpose in the installation area, which not only affects the vehicle's acoustic environment but may also interfere with sensor signals. Furthermore, direct and reflected ambient light can easily cause problems such as overexposure and glare in the camera module, further reducing the reliability of obstacle recognition.

[0003] Therefore, those skilled in the art have provided vibration damping and noise reduction brackets and noise reduction methods for obstacle detection systems for rail vehicles to solve the problems mentioned in the background art. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides a vibration damping and noise reduction bracket and a noise reduction method for an obstacle detection system for rail vehicles, thus solving the problems mentioned in the background.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solution: The technical solution adopted by the present invention to solve its technical problem is: a vibration reduction and noise reduction bracket for an obstacle detection system for rail vehicles, including a mounting bracket, a main bracket detachably mounted on the upper surface of the mounting bracket by bolts, a shell detachably mounted on the upper surface of the mounting bracket, a radar module detachably mounted on the main bracket by bolts, a buffer device provided on the main bracket, and a camera module provided on the buffer device; The mounting bracket is provided with multiple waist-shaped holes for connecting with the rail vehicle body, and a high-damping rubber shock absorber is provided between the mounting bracket and the rail vehicle body. The main support is made of composite aluminum profile. The outer shell is covered outside the main support and forms a semi-enclosed noise reduction cavity with the main support. The noise reduction cavity is filled with gradient density sound-absorbing cotton. A sealing strip is provided between the outer shell and the mounting bracket. The outer casing is provided with a broadband absorbing coating and a diffuse reflection coating; The buffer device includes a base plate that is detachably mounted on the main support by bolts. Four elastic components are provided on the base plate, and a top plate is provided on the four elastic components. A buffer component is provided between the base plate and the top plate. The camera module is detachably mounted on the top plate by bolts.

[0006] Preferably, the high-damping rubber shock absorber has nonlinear damping characteristics, achieving a low-frequency vibration attenuation rate of ≥65% in the 5-50Hz frequency band.

[0007] Preferably, the composite aluminum profile is a topology-optimized vibration-resistant support frame with an internal particle sound-absorbing structure, and its natural frequency avoids the main frequency band of external excitation (2-50Hz).

[0008] Preferably, the broadband absorbing coating and the diffuse reflection coating are formed by combining epoxy resin, acrylic resin, sound-absorbing agent and diatomaceous earth.

[0009] Preferably, each set of elastic components includes a sleeve fixedly connected to the base plate, a sliding rod slidably connected to the inner wall of the sleeve, a spring 1 disposed inside the sleeve, the two ends of the spring 1 being fixedly connected to the sleeve and the sliding rod at their respective ends close to each other, and the top plate being fixedly connected to one end of the four sliding rods.

[0010] Preferably, a damping element, which is a damping bushing, is fixedly connected to one end of the slide rod located inside the sleeve.

[0011] Preferably, the buffer assembly includes two square plates symmetrically fixedly connected to the top plate, a support rod fixedly connected between the two square plates, two symmetrically arranged sliders slidably connected to the support rod, a second spring fixedly connected between each of the two square plates and the adjacent slider, the second spring being sleeved on the support rod, two symmetrically arranged connecting frames fixedly connected to the bottom plate, a connecting rod hinged between the connecting frames and the sliders, a third spring fixedly connected between the two sliders, the third spring being sleeved on the support rod, and a damping coating provided between the sliders and the support rod.

[0012] Preferably, the support rod is fitted with three telescopic corrugated tubes. The two ends of one telescopic corrugated tube are fixedly connected to the sides of the two sliders that are close to each other. The remaining two telescopic corrugated tubes are symmetrically arranged, with one end fixedly connected to the square plate and the other end fixedly connected to the adjacent slider.

[0013] Preferably, an elastic buffer layer is provided between the top plate and the camera module, the elastic buffer layer is covered on the top plate, and the elastic buffer layer is made of rubber.

[0014] A preferred noise reduction method for an obstacle detection system for rail vehicles includes the following: S1: The 5-50Hz low-frequency vibration generated by the vehicle operation is attenuated by installing a high-damping rubber shock absorber between the bracket and the vehicle body. S2: By using a topology-optimized composite aluminum profile main support with a particle sound-absorbing structure, the excitation main frequency band is avoided and structural vibration is dissipated; S3: Absorbs mid-to-high frequency noise through a broadband absorbing coating on the outer casing; S4: The gradient density sound-absorbing cotton in the noise reduction cavity suppresses sound reflection and improves the overall noise reduction effect; S5: Reduces ambient light interference through a diffuse reflection coating on the outer shell surface, ensuring clear imaging of the camera module; S6: Vibration reduction of the camera module is achieved through the coordinated use of a buffer device, damping bushing, and damping coating to avoid image shaking.

[0015] The beneficial effects of this invention are: 1. This invention, by setting up a dual shock absorption structure and installing a high-damping rubber shock absorber between the bracket and the vehicle body, can achieve a low-frequency vibration attenuation rate of ≥65% in the 5-50Hz frequency band, effectively attenuating most of the vibration transmitted by the vehicle body. The main bracket adopts a topology-optimized composite aluminum profile, with a built-in particle sound-absorbing structure and a natural frequency that avoids the 2-50Hz external excitation main frequency band, which can not only avoid structural resonance, but also further dissipate residual vibration. At the same time, the buffer device achieves multi-level buffering in the vertical direction of the camera module through the synergistic effect of elastic components and buffer components. Combined with the damping effect of damping bushings and damping coatings, it effectively suppresses oscillations and prevents the camera module from shaking due to vibration, taking into account both the installation rigidity of the radar module and the flexible protection requirements of the camera module.

[0016] 2. This invention forms a semi-enclosed noise reduction cavity by enclosing the outer shell and the main support. The gradient density sound-absorbing cotton filled in the cavity can effectively suppress sound reflection. The broadband wave-absorbing coating on the surface of the outer shell (formed by epoxy resin, acrylic resin, sound-absorbing factors and diatom mud) can efficiently absorb mid-to-high frequency noise. Combined with the sealing strip between the mounting bracket and the outer shell, it reduces noise leakage and external noise intrusion. Without changing the actual non-enclosed structure of the outer shell, it maximizes the noise reduction effect and avoids noise interference with radar detection accuracy and camera imaging quality.

[0017] 3. The invention effectively reduces glare and overexposure caused by direct and reflected ambient light through the diffuse reflection coating on the outer shell. Combined with the precise vibration reduction of the buffer device, it ensures clear and stable imaging of the camera module during vehicle operation. The radar module can be directly and detachably installed on the main support, ensuring the rigidity and detection accuracy of radar detection. The two work together to improve the reliability of obstacle detection in rail vehicles. Attached Figure Description

[0018] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0019] Figure 1 This is a schematic diagram of the overall structure of an embodiment of the present invention; Figure 2 This is a top-view planar structural diagram of the support body, radar module, and camera module in this invention; Figure 3 This is a side view schematic diagram of the support body, radar module, and camera module in this invention; Figure 4 This is a schematic diagram showing the disassembled structure of the support body, radar module, and camera module in this invention; Figure 5 This is a cross-sectional view of the top plate in this invention; Figure 6 This is a schematic diagram of the disassembled structure of the elastic component in this invention; Figure 7 This is a schematic diagram of the buffer component in this invention; Figure 8 This is a schematic diagram of the mounting bracket and housing in this invention.

[0020] In the diagram: 1. Mounting bracket; 2. Main support bracket; 3. Outer shell; 4. Radar module; 5. Camera module; 6. Base plate; 7. Sleeve; 8. Slide rod; 9. Spring 1; 10. Top plate; 11. Square plate; 12. Support rod; 13. Slider; 14. Spring 2; 15. Spring 3; 16. Connecting frame; 17. Connecting rod; 18. Telescopic bellows; 19. Damping component. Detailed Implementation

[0021] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0022] like Figures 1-8 As shown, the vibration reduction and noise reduction bracket for the obstacle detection system of rail vehicles of the present invention includes a mounting bracket 1, a main bracket 2 detachably mounted on the upper surface of the mounting bracket 1 by bolts, a housing 3 detachably mounted on the upper surface of the mounting bracket 1, a radar module 4 detachably mounted on the main bracket 2 by bolts, a buffer device provided on the main bracket 2, and a camera module 5 provided on the buffer device. The mounting bracket 1 has multiple oblong holes for connecting with the rail vehicle body. A high-damping rubber shock absorber is installed between the mounting bracket 1 and the rail vehicle body. The high-damping rubber shock absorber has non-linear damping characteristics and achieves a low-frequency vibration attenuation rate of ≥65% in the 5-50Hz frequency band. The main support 2 is made of composite aluminum profile. The composite aluminum profile is a topology-optimized anti-vibration support frame with a particle sound-absorbing structure inside. Its natural frequency avoids the main frequency band of external excitation (2-50Hz). The outer shell 3 is covered outside the main support 2 and forms a semi-closed noise reduction cavity with the main support 2. The noise reduction cavity is filled with gradient density sound-absorbing cotton. A sealing strip is provided between the outer shell 3 and the mounting bracket 1. The outer shell 3 is provided with a broadband absorbing coating and a diffuse reflection coating, which are formed by epoxy resin, acrylic resin, sound absorbing agent and diatomaceous earth composite. The buffer device includes a base plate 6 that is detachably mounted on the main support 2 by bolts. Four elastic components are provided on the base plate 6, and a top plate 10 is provided on the four elastic components. A buffer component is provided between the base plate 6 and the top plate 10. The camera module 5 is detachably mounted on the top plate 10 by bolts.

[0023] Regarding the above technical solution, the entire bracket is fixed to the rail vehicle body by mounting bracket 1. The oblong hole can adjust the installation position according to the installation space. The low-frequency vibration generated by the vehicle operation is first attenuated by the high-damping rubber shock absorber, and then transmitted to the topology-optimized composite aluminum profile main bracket 2 for secondary vibration reduction. The radar module 4 is directly and rigidly installed on the main bracket 2 to ensure detection accuracy. The camera module 5 is flexibly installed through a buffer device to achieve high-precision vibration reduction and protection. The noise is absorbed by the gradient density sound-absorbing cotton and the broadband wave-absorbing coating in the semi-enclosed noise reduction cavity. The diffuse reflection coating on the surface of the outer shell 3 can reduce the interference of ambient light on camera imaging. The sealing strip reduces noise leakage and improves the overall sealing performance.

[0024] It should be noted that this structure achieves multi-level vibration and noise reduction from the vehicle body to the sensor, taking into account both the installation rigidity of the radar module 4 and the buffer protection requirements of the camera module 5. The installation position is adjustable to adapt to the installation space of different vehicle models. The semi-enclosed cavity structure ensures the noise reduction effect while matching the actual shell structure 3. The integrated design of broadband absorption and diffuse reflection coating reduces noise and improves the imaging quality of the camera. The overall structure is stable and reliable, and is suitable for the complex operating conditions of rail vehicles.

[0025] In one embodiment, to achieve the best broadband sound absorption effect, the characteristic acoustic impedance of the gradient density sound-absorbing cotton along the thickness direction (from the inner wall of the outer shell 3 to the center of the cavity, denoted as the x-direction) is... The following exponential decay model should be followed: (1) in, Is the sound-absorbing cotton at a depth The characteristic acoustic impedance at the location, in Pa·s / m; It is sound-absorbing cotton in The initial characteristic acoustic impedance at the contact surface with the inner wall of the outer shell 3, in Pa·s / m, should be close to the acoustic impedance of the material of the outer shell 3. It is the acoustic impedance attenuation coefficient, with units of m. It is the depth coordinate from the inner wall of the outer shell 3 to the center of the cavity, in meters.

[0026] In actual manufacturing, the volume density of the sound-absorbing cotton can be adjusted. The aforementioned acoustic impedance gradient distribution is achieved through pore structures. Typically, acoustic impedance... With volume density The volume density increases with the increase of [something]. Therefore, the engineering implementation plan is to make the volume density also approximately follow an exponential decay law: (2) in It is the initial density It is the density attenuation coefficient. Its value depends on the specific sound-absorbing cotton material. The relationship was calibrated experimentally, with reference to the target center frequency. Adjustments should be made. The reference value can be estimated using the following formula: (3) in The center frequency (Hz) is acceptable for rail vehicles. The speed of sound in air (m / s) is approximately [value missing] at room temperature. .

[0027] For further technical solutions, please refer to Figure 3 Each set of elastic components includes a sleeve 7 fixedly connected to the base plate 6. A sliding rod 8 is slidably connected to the inner wall of the sleeve 7. A spring 9 is installed inside the sleeve 7, with both ends of the spring 9 fixedly connected to the sleeve 7 and the sliding rod 8 at their closest points. The top plate 10 is fixedly connected to one end of each of the four sliding rods 8. A damping element 19, which is a damping bushing, is fixedly connected to the end of the sliding rod 8 located inside the sleeve 7. (See also...) Figure 6 .

[0028] Regarding the above technical solution, in the initial state, spring 9 is in a naturally extended state, maintaining a certain distance between the top plate 10 and the bottom plate 6. When the camera module 5 is subjected to vertical vibration or impact, the top plate 10 moves towards the bottom plate 6, causing the slide rod 8 to slide into the sleeve 7, compressing the spring 9. When the spring 9 is compressed, it generates an elastic force that resists compression, thereby absorbing the impact energy and achieving flexible buffering and vibration reduction in the vertical direction of the camera module 5. This prevents rigid impacts from being directly transmitted to the camera module 5. The damping bushing can effectively suppress the reciprocating oscillation of the slide rod 8, preventing continuous shaking of the camera and ensuring clear and stable imaging.

[0029] Meanwhile, a polyurethane damping coating is applied to the contact surface between the slider 13 and the support rod 12, and together with the damping component 19, the equivalent damping ratio of the system is increased. Adjusted to 0.15. Testing showed that, under this configuration, the system's vibration transmissibility in the 2-50Hz frequency band... All values ​​are less than 0.08, and the resonance peak at the natural frequency of 1.8 Hz is effectively suppressed, with a peak transfer rate of only 3.2 (far lower than the theoretical infinity when undamped), which fully ensures imaging stability.

[0030] Further technical solutions, such as Figure 5 As shown, the buffer assembly includes two square plates 11 symmetrically fixedly connected to the top plate 10. A support rod 12 is fixedly connected between the two square plates 11. Two symmetrically arranged sliders 13 are slidably connected to the support rod 12. A second spring 14 is fixedly connected between each of the two square plates 11 and the adjacent slider 13. The second spring 14 is sleeved on the support rod 12. Two symmetrically arranged connecting frames 16 are fixedly connected to the bottom plate 6. A connecting rod 17 is hinged between the connecting frame 16 and the slider 13. A third spring 15 (e.g., ...) is fixedly connected between the two sliders 13. Figure 7 As shown), spring 15 is sleeved on support rod 12. A damping coating is provided between slider 13 and support rod 12. Three telescopic bellows 18 are sleeved on support rod 12. The two ends of one telescopic bellows 18 are fixedly connected to the side of two sliders 13 that are close to each other. The remaining two telescopic bellows 18 are symmetrically arranged, with one end fixedly connected to square plate 11 and the other end fixedly connected to adjacent slider 13.

[0031] Regarding the above technical solution, in the initial state, spring 14 is in a naturally extended state, and spring 15 is in a naturally contracted state. When the camera module 5 is subjected to vertical vibration or impact, the top plate 10 moves towards the bottom plate 6, causing the square plate 11 and support rod 12 to move synchronously towards the bottom plate 6. Since the connecting frame 16 on the bottom plate 6 is fixed, while the slider 13 moves towards the bottom plate 6 with the support rod 12, under the constraint of the connecting rod 17, the two sliders 13 slide away from each other along the support rod 12 while moving. At this time, the sliders 13 are sleeved on the support rod 12. Spring 14 is compressed, while the distance between the two sliders 13 increases. Spring 15, which connects the two sliders 13, is stretched. When spring 14 is compressed, it generates an elastic force that resists compression. When spring 15 is stretched, it generates an elastic force that resists stretching. These elastic forces work together to prevent the top plate 10 from moving further toward the bottom plate 6, thereby achieving buffering and energy absorption. After the buffering is completed, the compressed spring 14 pushes the slider 13 to slide inward and reset. The stretched spring 15 pulls the two sliders 13 to slide inward and reset, together restoring the top plate 10 to its initial position.

[0032] It should be noted that the telescopic bellows 18 extends or retracts along with the two sliders 13, always protecting the second spring 14 and the third spring 15, thus improving the service life of the second spring 14 and the third spring 15. The damping coating eliminates the rebound oscillation of the slider 13 under the elastic force of the second spring 14 and the third spring 15.

[0033] In one embodiment, the buffer device of the present invention, through the synergistic effect of the elastic component and the buffer component, constitutes a highly efficient composite vibration isolation system. The equivalent natural frequency of the entire camera module 5 mounting system is determined. The vibration is reduced to a level far below the vehicle's main excitation frequency band (2-50Hz), for example, below 2Hz, thereby achieving excellent vibration isolation within the operating frequency band.

[0034] This equivalent natural frequency The following formula can be used for calculation: (4) in, It is the system's equivalent natural frequency, measured in Hz; It is the overall equivalent stiffness of the entire buffer device in the vertical direction, measured in N / m. It is determined by the stiffness of the elastic component (spring 19), the stiffness of the buffer components (spring 214, spring 315), and the geometric lever ratio of the connecting rod 17. This refers to the mass of camera module 5, measured in kg. When the system is subjected to a frequency of... When subjected to external vibration excitation, its vibration isolation performance can be measured by the vibration transmissivity. To measure. For vibration isolation systems, It can be represented as: (5) in Let be the transfer rate. From formula (5), we know that when... hour, The vibration decreases sharply, and the system enters the vibration isolation zone. This invention, through careful design... (Making it small enough) and utilizing the damping coating between the damping element 19 and the slider 13 and the support rod 12 to provide an appropriate equivalent damping ratio. This not only ensured Low enough, and effectively inhibited in This can prevent the resonance amplification phenomenon that may occur. Therefore, the buffer device is able to... Vibration transmissibility across the entire operating frequency band Controlled at extremely low levels (e.g.) This effectively ensures the stability of the imaging process of the camera module 5. For example, in one specific embodiment, the quality of the camera module 5... for In order to determine the system's equivalent natural frequency Controlled at 1.8Hz (lower than the vehicle's main excitation frequency band), the required comprehensive equivalent stiffness is calculated by reverse deduction from formula (4). The stiffness should be approximately 256 N / m. To achieve this low stiffness, a spring-9 with a stiffness coefficient of 130 N / m was selected in the design, and it was used in conjunction with a linkage 17 mechanism with a displacement amplification ratio of 2:1 (i.e., the displacement of the camera module 5 is twice the displacement of the spring-9 end). According to the lever principle, this mechanism reduces the spring stiffness to an equivalent value at the camera end. Combined with the parallel / series effects of other elastic elements, the overall system stiffness ultimately reaches the target value of 256 N / m. In one embodiment, to break through the physical limits of the performance of traditional linear vibration isolators in the low-frequency range, this invention further proposes a quasi-zero stiffness (QZS) vibration isolation mechanism based on the principle of parallel positive and negative stiffness. This mechanism innovatively designs the linkage 17 mechanism in the buffer device as a negative stiffness unit and connects it in parallel with the elastic components (including spring 1 9, spring 2 14, and spring 3 15) as positive stiffness units, thereby achieving extremely low or even near-zero dynamic stiffness near the static equilibrium position of the system, significantly expanding the effective frequency band of vibration isolation to the entire ultra-low frequency range. Specifically, the linkage 17 is configured as a pair of symmetrically arranged preloaded inclined beam structures. When the camera module 5 generates a small vertical displacement due to external excitation... When the direction is upward (positive), the displacement is transmitted to the connecting rod 17 through the top plate 10, causing a change in its geometric configuration, thereby generating a direction and displacement. The same additional force is applied; this is the negative stiffness effect. Meanwhile, the elastic component provides direction and displacement. The opposite positive stiffness restoring force. The total vibration resistance of the system. (That is, the resultant force transmitted to the camera module) can be expressed as: (6) in, The total vibration resistance generated by the system is expressed in Newtons (N). The equivalent linear normal stiffness coefficient of the elastic components (springs one, two, and three), in Newtons per meter. The nonlinear negative stiffness coefficient generated by the linkage 17 mechanism, the value of which varies with displacement. Changes, in Newtons per meter (N / m); The vertical displacement of camera module 5 relative to its static equilibrium position is expressed in meters (m). By precisely designing the initial tilt angle, preload, length, and material properties of the connecting rod (17), it can be positioned at equilibrium. Negative stiffness coefficient at the location Exactly equal to the normal stiffness coefficient That is, it satisfies the quasi-zero stiffness condition: (7) Under these conditions, the dynamic stiffness of the system near the equilibrium point (Defined as the first derivative of the total vibration resisting force with respect to displacement) approaches zero: According to the formula When dynamic stiffness At that time, the system's equivalent natural frequency It will be greatly reduced, far below This allows the buffer device of the present invention to not only effectively isolate vibrations in the 2-50Hz frequency band, but also to efficiently suppress ultra-low frequency vibrations (such as 0.5-2Hz) caused by track irregularities and vehicle starting / braking, which is significantly better than traditional passive vibration isolation solutions. In summary, the present invention cleverly utilizes the geometric nonlinear characteristics of the existing component connecting rod 17 to construct negative stiffness, which is then connected in parallel with a positive stiffness spring to form a quasi-zero stiffness system. Without increasing external energy or complex control, it achieves an organic unity of high static stiffness (ensuring load-bearing capacity and static stability) and ultra-low dynamic stiffness (achieving ultra-low frequency vibration isolation), greatly enhancing the creativity, practicality, and engineering value of the technical solution.

[0035] A further technical solution involves providing an elastic buffer layer between the top plate 10 and the camera module 5. The elastic buffer layer covers the top plate 10 and is made of rubber.

[0036] Regarding the above technical solution, the camera module 5 is fixed to the top plate 10 covered with a rubber elastic buffer layer by bolts. When vibration and impact are transmitted through the top plate 10, the rubber layer undergoes slight compression deformation, which isolates high-frequency micro-vibrations, further weakens the impact of high-frequency vibrations on imaging, reduces rigid contact noise, protects the mounting surface of the camera module 5 from wear, and improves structural durability.

[0037] A noise reduction method for obstacle detection systems on rail vehicles includes the following: S1: The 5-50Hz low-frequency vibration generated by the vehicle operation is attenuated by the high-damping rubber shock absorber between the mounting bracket 1 and the vehicle body. S2: By using the topology-optimized composite aluminum profile main support 2 with a particle sound-absorbing structure, the excitation main frequency band is avoided and structural vibration is dissipated; S3: Absorbs mid-to-high frequency noise through a broadband absorbing coating on the outer casing 3; S4: The gradient density sound-absorbing cotton in the noise reduction cavity suppresses sound reflection and improves the overall noise reduction effect; S5: The diffuse reflection coating on the surface of the housing 3 reduces ambient light interference, ensuring clear imaging of the camera module 5; S6: Vibration reduction of camera module 5 is achieved through the coordinated use of buffer device, damping bushing and damping coating to avoid image shaking.

[0038] This invention also provides a vibration damping and noise reduction bracket for an obstacle detection system for rail vehicles, the specific working principle of which includes the following: The 5-50Hz low-frequency vibration generated during the operation of the rail vehicle is first transmitted to the mounting bracket 1. The high-damping rubber shock absorber between the mounting bracket 1 and the car body performs primary attenuation. Most of the vibration energy is dissipated through nonlinear damping characteristics, reducing the vibration amplitude transmitted to the main bracket body. When the remaining vibration is transmitted through the main bracket 2, since the main bracket 2 adopts topology-optimized composite aluminum profile and has built-in particle sound-absorbing structure, its natural frequency avoids the main frequency band of vehicle excitation, which can avoid structural resonance. At the same time, the residual vibration is further dissipated through internal particle sound absorption, realizing secondary vibration reduction and ensuring the operational stability of radar module 4 and the overall bracket. In terms of noise control, vehicle operating noise and radar operating noise enter the semi-enclosed noise reduction cavity formed by the housing 3 and the main support 2. On the one hand, they are absorbed by the gradient density sound-absorbing cotton filled in the cavity and the sound reflection is suppressed. On the other hand, the broadband wave-absorbing coating on the surface of the housing 3 further absorbs the mid-to-high frequency noise. Combined with the sealing strip, the noise is reduced from spreading outward, thus achieving an overall noise reduction effect. At the same time, the diffuse reflection coating on the surface of the housing 3 can weaken the direct and reflected interference of ambient light, avoid glare and overexposure of the camera module 5, and ensure clear imaging. To address the vibration reduction requirements of camera module 5, when external impacts or continuous vibrations occur, spring 9, slide bar 8, and sleeve 7 in the elastic components work together to achieve vertical buffering and energy absorption. The damping bushing at the end of slide bar 8 suppresses reciprocating oscillations and prevents continuous camera shaking. Horizontal impacts and vibrations are buffered and dissipated through the coordinated action of connecting rod 17, slider 13, spring 14, and spring 15. The damping coating between slider 13 and support rod 12 further suppresses the reciprocating swing of slider 13 and improves buffering stability. Telescopic bellows 18 protects the internal springs and slider 13, preventing dust and debris from entering and causing jamming. The rubber elastic buffer layer on top plate 10 provides flexible support for camera module 5, further reducing impact transmission. Ultimately, this achieves the goal of stable imaging and accurate detection of camera module 5 under complex working conditions.

[0039] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of protection claimed by the present invention. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. A vibration damping and noise reduction bracket for an obstacle detection system for rail vehicles, characterized in that, include: Mounting bracket (1), the upper surface of the mounting bracket (1) is detachably mounted with a main bracket (2) by bolts, the upper surface of the mounting bracket (1) is detachably mounted with a shell (3), the main bracket (2) is detachably mounted with a radar module (4) by bolts, the main bracket (2) is provided with a buffer device, and the buffer device is provided with a camera module (5). The mounting bracket (1) has multiple waist-shaped holes for connecting with the rail vehicle body, and a high-damping rubber shock absorber is provided between the mounting bracket (1) and the rail vehicle body. The main support (2) is made of composite aluminum profile. The outer shell (3) covers the outside of the main support (2) and forms a semi-closed noise reduction cavity with the main support (2). The noise reduction cavity is filled with gradient density sound-absorbing cotton. A sealing strip is provided between the outer shell (3) and the mounting bracket (1). The outer shell (3) is provided with a broadband absorbing coating and a diffuse reflection coating; The buffer device includes a base plate (6) that is detachably mounted on the main support (2) by bolts. Four elastic components are provided on the base plate (6), and a top plate (10) is provided on the four elastic components. A buffer component is provided between the base plate (6) and the top plate (10). The camera module (5) is detachably mounted on the top plate (10) by bolts.

2. The vibration damping and noise reduction bracket for an obstacle detection system for rail vehicles according to claim 1, characterized in that: The high-damping rubber shock absorber has nonlinear damping characteristics, achieving a low-frequency vibration attenuation rate of ≥65% in the 5-50Hz frequency band.

3. The vibration damping and noise reduction bracket for an obstacle detection system for rail vehicles according to claim 1, characterized in that: The composite aluminum profile is a topology-optimized vibration-resistant support frame with an internal particle sound-absorbing structure, and its natural frequency avoids the main frequency band of external excitation (2-50Hz).

4. The vibration damping and noise reduction bracket for an obstacle detection system for rail vehicles according to claim 1, characterized in that: The broadband absorbing coating and diffuse reflection coating are formed by epoxy resin, acrylic resin, sound-absorbing agent and diatomaceous earth composite.

5. The vibration damping and noise reduction bracket for an obstacle detection system for rail vehicles according to claim 1, characterized in that: Each set of elastic components includes a sleeve (7) fixedly connected to the base plate (6), a slide rod (8) slidably connected to the inner wall of the sleeve (7), a spring (9) provided inside the sleeve (7), the two ends of the spring (9) being fixedly connected to the sleeve (7) and the slide rod (8) respectively at the ends close to each other, and the top plate (10) being fixedly connected to one end of the four slide rods (8).

6. The vibration damping and noise reduction bracket for an obstacle detection system for rail vehicles according to claim 5, characterized in that: The slide bar (8) is fixedly connected to a damping element (19) at one end inside the sleeve (7), and the damping element (19) is a damping bushing.

7. The vibration damping and noise reduction bracket for an obstacle detection system for rail vehicles according to claim 1, characterized in that: The buffer assembly includes two square plates (11) symmetrically fixedly connected to the top plate (10), a support rod (12) fixedly connected between the two square plates (11), two symmetrically arranged sliders (13) slidably connected to the support rod (12), a spring (14) fixedly connected between the two square plates (11) and the adjacent sliders (13), the spring (14) being sleeved on the support rod (12), two symmetrically arranged connecting frames (16) fixedly connected to the bottom plate (6), a connecting rod (17) hinged between the connecting frame (16) and the sliders (13), a spring (15) fixedly connected between the two sliders (13), the spring (15) being sleeved on the support rod (12), and a damping coating provided between the sliders (13) and the support rod (12).

8. The vibration damping and noise reduction bracket for an obstacle detection system for rail vehicles according to claim 7, characterized in that: Three telescopic corrugated tubes (18) are sleeved on the support rod (12). The two ends of one of the telescopic corrugated tubes (18) are fixedly connected to the side of the two sliders (13) that are close to each other. The remaining two telescopic corrugated tubes (18) are symmetrically arranged, with one end fixedly connected to the square plate (11) and the other end fixedly connected to the adjacent slider (13).

9. The vibration damping and noise reduction bracket for an obstacle detection system for rail vehicles according to claim 1, characterized in that: An elastic buffer layer is provided between the top plate (10) and the camera module (5), the elastic buffer layer covering the top plate (10), and the elastic buffer layer is made of rubber.

10. The noise reduction method for the vibration damping and noise reduction bracket for a rail vehicle obstacle detection system according to any one of claims 1-9, characterized in that, Includes the following: S1: The 5-50Hz low-frequency vibration generated by the vehicle operation is attenuated by the high-damping rubber shock absorber between the mounting bracket (1) and the vehicle body; S2: By using a topology-optimized composite aluminum profile main support (2) with a particle sound-absorbing structure, the excitation main frequency band is avoided and structural vibration is dissipated; S3: Absorbs mid-to-high frequency noise through the broadband absorbing coating on the outer shell (3); S4: The gradient density sound-absorbing cotton in the noise reduction cavity suppresses sound reflection and improves the overall noise reduction effect; S5: The diffuse reflection coating on the surface of the outer shell (3) reduces ambient light interference and ensures clear imaging of the camera module (5); S6: The camera module (5) is protected from impact and vibration by means of a buffer device, a damping bushing and a damping coating, so as to avoid image shaking.

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