Railway vehicle audio processor anti-shock modular structure

Abstract

This invention discloses a shock-resistant modular structure for a rail vehicle-mounted audio processor, relating to the field of vehicle-mounted audio processors. It includes a processor body and a connection area. The processor body is externally equipped with a shock-resistant mechanism, which includes a shock-absorbing box located outside the processor body. A top plate is mounted on the top of the shock-absorbing box. Vibration damping units are provided on the bottom and sides of the inner wall of the shock-absorbing box, as well as on the bottom of the top plate. This shock-resistant modular structure for a rail vehicle-mounted audio processor, through the six-sided arrangement of vibration damping units combined with a universal ball joint structure consisting of a ball seat, a ball, and a flared opening, enables the processor body to have flexible suspension capabilities in all six degrees of freedom in space. It effectively isolates vibrations in the vertical, lateral, longitudinal, and torsional directions, preventing solder joint cracking or component damage caused by stress concentration on the PCB board, and significantly improving the structural stability of the equipment in uneven rail environments.

Description

Technical Field

[0001] This invention relates to vehicle-mounted audio processor technology, specifically to a shock-resistant modular structure for a rail vehicle-mounted audio processor. Background Technology

[0002] With the rapid development of rail transit technology, passengers' demands for the riding experience are increasing, and broadcasting, video, and emergency communication systems in rail vehicles have become standard features. The audio processor, as the core computing unit of these systems, integrates high-density PCB circuit boards, BGA packaged chips, surface-mount capacitors (MLCCs), and crystal oscillators, among other precision components.

[0003] However, during operation, rail vehicles experience strong, broadband random vibrations and shocks on the car body and equipment cabinet due to factors such as uneven wheel-rail contact, track joints, switch switching, and aerodynamic effects. According to IEC 61373 "Railway applications - Rolling stock equipment - Shock and vibration testing", onboard equipment must withstand vibrations and half-sine shocks, typically in the frequency range of 5Hz–500Hz. Under these harsh mechanical conditions, existing audio processor installation structures have the following significant drawbacks: (1) Limited vibration damping methods and severe multi-directional coupling: Currently, most vehicle audio processors are directly fixed in the cabinet with rigid bolts, or only have rubber damping pads placed at the bottom. This installation method cannot effectively isolate horizontal (lateral and longitudinal) and torsional vibrations. When the vehicle is bumpy, the vibration energy is directly transmitted to the processor, causing the PCB board to resonate, which can easily lead to fatigue fracture of BGA solder joints, cracking of MLCC capacitors, and loosening of connectors, causing equipment failure.

[0004] (2) Stiffness and damping are not adjustable, making it difficult to provide protection across the entire frequency band: Although traditional metal spring shock absorbers have large static displacement, they have poor isolation effect on high-frequency vibrations and lack sufficient damping, making them prone to amplifying large vibrations in the resonance zone; while rubber shock absorbers have large damping, their dynamic stiffness changes significantly with frequency, and they are prone to aging and failure in low-temperature or oily environments. Existing shock absorption solutions are difficult to cope with the complex working conditions of "high-frequency small amplitude" and "low-frequency large impact" coexisting in the operation of rail vehicles.

[0005] (3) Insufficient resonance peak suppression capability: Simple spring or rubber damping systems are "energy storage" damping systems with relatively low damping. When the external excitation frequency is close to the system's natural frequency, resonance will occur, leading to a sharp increase in transmissibility, which in turn exacerbates the vibration response of the equipment. Existing friction dampers are often complex in structure and difficult to effectively combine with multi-degree-of-freedom suspension systems, making it impossible to achieve efficient energy dissipation in a small cabinet space.

[0006] (4) Poor maintainability and conflicting heat dissipation and vibration reduction: In order to ensure the vibration reduction effect, some designs completely seal the processor in the vibration damping box, but this seriously hinders the heat dissipation of the equipment, causing the processor to reduce its frequency or be damaged due to overheating. In addition, most of the existing vibration damping structures are integrated designs. Once the processor needs to be repaired or replaced, the entire vibration damping device often needs to be disassembled, which is cumbersome and time-consuming, and cannot meet the needs of rapid maintenance of rail transit equipment.

[0007] Therefore, there is an urgent need for a modular shock-resistant structure for onboard audio processors that can adapt to the complex vibration environment of rail vehicles, has multi-directional decoupling capabilities, adaptive variable stiffness characteristics, and efficient energy dissipation mechanisms, in order to solve the problems of poor vibration reduction, low reliability, and inconvenient maintenance in existing technologies. Summary of the Invention

[0008] The purpose of this invention is to provide a shock-resistant modular structure for a rail vehicle-mounted audio processor to address the aforementioned shortcomings in the prior art.

[0009] To achieve the above objectives, the present invention provides the following technical solution: a modular structure for an anti-shock audio processor for rail vehicles, comprising a processor body and a connection area, wherein an anti-shock mechanism is provided on the outside of the processor body, the anti-shock mechanism includes a shock-absorbing box disposed on the outside of the processor body, a top plate is installed on the top of the shock-absorbing box, and damping units are provided on the bottom and sides of the inner wall of the shock-absorbing box and the bottom of the top plate, wherein the damping units are used to suspend and support the processor body and dampen vibration; The damping unit includes a first spring plate installed on the inner wall of the damping box. A damper is fixedly installed on the surface of the first spring plate. A second spring plate is fixedly connected to the end of the damper. A first spring is fixedly connected to the surface of the first spring plate. A second spring is fixedly connected to the surface of the second spring plate. A ring plate is fixedly connected between the first spring and the second spring. A ball seat is fixedly connected to the surface of the second spring plate. A ball cavity is opened inside the ball seat. A ball is rotatably installed inside the ball cavity. A connecting rod is fixedly connected to the surface of the ball. A support plate is fixedly connected to the end of the connecting rod. An flared opening is provided at the cavity opening of the ball cavity.

[0010] Furthermore, wing plates are fixedly installed on both sides of the top of the shock absorber box. The surface of the top plate has through holes that are adapted to the wing plates. Locking studs are inserted into the through holes. Locking nuts are connected to the external threads of the locking studs. The top plate and the shock absorber box are fixedly connected by the two wing plates, locking studs, and locking nuts.

[0011] Furthermore, the inner ring surface of the ring plate is spaced apart from the surface of the maximum outer diameter section of the damper. A support rod is fixedly installed on the surface of the first spring plate. The inner ring surface of the ring plate is slidably connected to the surface of the support rod. A vertical rod is fixedly connected to the end of the support rod. The vertical rod is disposed on the side surface of the ring plate away from the first spring plate. When the vertical rod is pressed against the surface of the ring plate, the first spring is in a pre-compressed state and forms a pre-compression resistance.

[0012] Furthermore, the spring constant of the first spring is smaller than that of the second spring.

[0013] Furthermore, a secondary damping mechanism is provided between the first spring plate and the inner wall of the shock absorber box and the surface of the top plate. The secondary damping mechanism includes a damping seat fixedly installed on the inner wall of the shock absorber box and the surface of the top plate. The inside of the damping seat is provided with a circular groove, a friction cavity and a guide circular groove in sequence along the direction away from the first spring plate. The inner wall of the circular groove is provided with an annular groove. A plurality of positioning springs are installed at equal intervals along the contour direction of the inner wall of the annular groove. The ends of all the positioning springs are fixedly connected to the same guide ring. The guide ring is slidably connected to the inner wall of the annular groove.

[0014] Furthermore, a connecting post is fixedly connected to the surface of the first spring plate. The end of the connecting post passes through the inner ring of the guide ring and is fixedly connected to a first friction plate located inside the friction cavity. The connecting post is slidably connected to the surface of the inner ring of the guide ring and can rotate along the surface of the inner ring of the guide ring.

[0015] Furthermore, a second friction plate is slidably connected to the inner side of the guide groove, and a pressure spring is fixedly connected between the second friction plate and the inner wall of the guide groove. The position and size of the second friction plate are adapted to the first friction plate, and the diameter of the first friction plate is smaller than the inner diameter of the friction cavity.

[0016] Furthermore, the surface of the shock-absorbing box is provided with a slot corresponding to the position of the connection area.

[0017] Furthermore, ventilation slots are provided on the bottom and sides of the shock-absorbing box.

[0018] Furthermore, fixing strips are installed on both sides of the bottom surface of the shock-absorbing box, and fixing holes are opened on both sides of the surface of the fixing strips.

[0019] Compared with the prior art, the impact-resistant modular structure of the track vehicle audio processor provided by the present invention has the following advantages: 1. The track vehicle-mounted audio processor features an impact-resistant modular structure. Through the six-sided arrangement of damping units, combined with the universal ball joint structure consisting of ball seats, balls, and flared openings, the processor body has flexible suspension capability in all six degrees of freedom in space. It can effectively isolate vibrations in the vertical, lateral, longitudinal, and torsional directions, avoiding solder joint cracking or component damage caused by stress concentration on the PCB board, and significantly improving the structural stability of the equipment in uneven track environments.

[0020] 2. The railcar-mounted audio processor features an impact-resistant modular structure. This structure utilizes a first spring with a lower elastic coefficient than the second spring, and the first spring is pre-compressed via a vertical rod to form a pre-compression resistance F0, achieving segmented variable stiffness vibration reduction. During small-amplitude vibrations, the compression force of the second spring is less than F0, and the first spring maintains its shape. The system uses the high stiffness of the second spring to suppress micro-displacement, ensuring equipment positioning accuracy. During large-amplitude impacts, the compression force of the second spring exceeds F0 and pushes the ring plate, causing the first spring to further compress and engage. The system stiffness decreases, allowing for a large-stroke buffer to absorb impact energy, thus adapting to the complex operating conditions of railcars where "high-frequency small amplitude" and "low-frequency large impact" coexist.

[0021] 3. This railcar-mounted audio processor features an impact-resistant modular structure. A two-stage damping mechanism is introduced between the first spring plate and the shock-absorbing box, comprising a friction pair consisting of a first friction plate, a second friction plate, and a pressure spring. When vibration is transmitted to the damping seat, the connecting column drives the first friction plate to slide relative to the second friction plate within the friction cavity, converting kinetic energy into heat energy through dry friction. Simultaneously, the positioning spring guides and constrains the movement of the connecting column, further attenuating the residual vibration energy after the first stage of damping, preventing secondary reflection and amplification of vibration on the inner wall of the shock-absorbing box, and improving the overall impact-resistant buffering effect.

[0022] 4. The railcar-mounted audio processor features an impact-resistant modular structure. The top plate and shock-absorbing box are connected by wing plates, locking studs, and locking nuts in a detachable manner, facilitating the installation, debugging, maintenance, and replacement of the processor body. At the same time, the ventilation slots ensure the impact resistance of the structure while meeting the heat dissipation requirements of the processor body during operation, preventing heat accumulation from affecting the stability of the equipment. The fixing strips and fixing holes allow the entire modular structure to be easily fixed and installed in the corresponding installation position on the railcar, simplifying the installation process. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this invention. For those skilled in the art, other drawings can be obtained based on these drawings.

[0024] Figure 1 This is a schematic diagram of the overall structure (including the processor body) provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the top plate and the shock absorber box in a separated state according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the overall structure (excluding the processor body) provided for an embodiment of the present invention; Figure 4 This is a schematic diagram of the support plate assembly structure provided in an embodiment of the present invention; Figure 5 This is a schematic diagram of the sphere and its seat in a separated state, as provided in an embodiment of the present invention. Figure 6 This is a schematic diagram of the internal structure of the shock-absorbing seat provided in an embodiment of the present invention.

[0025] Explanation of reference numerals in the attached figures: 1. Processor body; 11. Connection area; 2. Shock absorber box; 21. Top plate; 3. First spring plate; 31. Damper; 32. Second spring plate; 33. First spring; 34. Second spring; 35. Ring plate; 36. Ball seat; 37. Ball cavity; 38. Ball; 39. Connecting rod; 310. Support plate; 311. Flared opening; 4. Wing plate; 41. Through hole; 42. Locking stud; 43. Locking nut; 5. Shock absorber seat; 51. Friction cavity; 52. Guide groove; 53. Ring groove; 54. Positioning spring; 55. Guide ring; 56. Connecting column; 57. First friction plate; 58. Second friction plate; 59. Pressure spring; 6. Groove; 7. Ventilation groove; 8. Fixing strip; 81. Fixing hole; 9. Support rod; 91. Vertical rod. Detailed Implementation

[0026] To enable those skilled in the art to better understand the technical solution of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings.

[0027] Example 1: Please see Figures 1-6A modular, shock-resistant structure for a rail vehicle-mounted audio processor includes a processor body 1 and a connection area 11. The processor body 1 has an external shock-resistant mechanism, including a shock-absorbing box 2. Two wing plates 4 are fixedly mounted on the top of the shock-absorbing box 2. A top plate 21 has through holes 41 adapted to the wing plates 4. Locking studs 42 are inserted into the through holes 41, and locking nuts 43 are threaded onto the external ends of the locking studs 42. The top plate 21 and the shock-absorbing box 2 are fixedly connected by the two wing plates 4, the locking studs 42, and the locking nuts 43. During installation, the top plate 21 is placed over the shock-absorbing box 2, aligning the two sets of wing plates 4. Then, the locking studs 42 are passed through the through holes 41, and the locking nuts 43 are tightened onto the locking studs 42 on the other side of the wing plates 4. This securely connects the top plate 21 and the shock-absorbing box 2, facilitating subsequent maintenance.

[0028] A top plate 21 is installed on the top of the shock-absorbing box 2. Shock-absorbing units are installed on the bottom and sides of the inner wall of the shock-absorbing box 2, as well as on the bottom of the top plate 21, suspending the processor body 1 and supporting it at the center of the shock-absorbing box 2. The shock absorption units are arranged vertically, horizontally, and vertically. Figure 1 Based on this, there are two damping units in each of the four rear directions near the connection area 11, while there is one damping unit on each of the left and right sides. The individual damping units on the left and right sides are located in the middle of the inner walls on both sides, while the two damping units located at the top, bottom, front, and back are symmetrically distributed at the ends of their respective surfaces. The damping units are used to suspend and absorb vibrations from the processor body 1. The surface of the shock-absorbing box 2 has slots 6 corresponding to the positions in the connection area 11 for connecting external cables. Simultaneously, ventilation slots 7 are provided on the bottom and sides of the shock-absorbing box 2 to ensure airflow and assist in heat dissipation of the processor body 1. Fixing strips 8 are installed on both sides of the bottom surface of the shock-absorbing box 2, and fixing holes 81 are provided on both sides of the surface of the fixing strips 8 for fixing the entire modular structure inside the rail vehicle's cabinet.

[0029] Example 2: Please see Figures 4-6 The damping unit includes a first spring plate 3 installed on the inner wall of the damping box 2, a damper 31 fixedly installed on the surface of the first spring plate 3, and a second spring plate 32 fixedly connected to the end of the damper 31.

[0030] A first spring 33 is fixedly connected to the surface of the first spring plate 3, and a second spring 34 is fixedly connected to the surface of the second spring plate 32. The first spring 33 and the second spring 34 are coaxially arranged, and a ring plate 35 is fixedly connected between the first spring 33 and the second spring 34. In this embodiment, the elastic coefficient of the first spring 33 is smaller than that of the second spring 34. In the initial assembly state, the first spring 33 is in a pre-compressed state and forms a pre-compression resistance F0 by pressing the ring plate 35 with the vertical rod 91. When the compressive force on the second spring 34 is less than F0, the length of the first spring 33 remains unchanged and does not participate in deformation. The system uses the high stiffness of the second spring 34 to suppress micro-amplitude displacement. When the compressive force on the second spring 34 is greater than or equal to F0, the ring plate 35 is pushed, the first spring 33 begins to further compress and deform and intervenes in vibration reduction. The system stiffness decreases to absorb large-amplitude impact energy.

[0031] To limit the maximum stroke and provide preload, a support rod 9 is fixedly mounted on the surface of the first spring plate 3. The inner ring surface of the ring plate 35 is slidably connected to the surface of the support rod 9. A vertical rod 91 is fixedly connected to the end of the support rod 9, and the vertical rod 91 is located on the side of the ring plate 35 away from the first spring plate 3. In the free state, there is a gap between the vertical rod 91 and the ring plate 35. When assembly is completed or subjected to a large impact, the vertical rod 91 is pressed against the surface of the ring plate 35. At this time, the first spring 33 is in a compressed state and forms a precompression resistance F0, providing low stiffness and large stroke buffering. Under minor vibrations, only the second spring 34 acts, providing high stiffness support.

[0032] A ball seat 36 is fixedly connected to the surface of the second spring plate 32. A ball cavity 37 is opened inside the ball seat 36. A ball 38 is rotatably installed inside the ball cavity 37. A connecting rod 39 is fixedly connected to the surface of the ball 38. A support plate 310 is fixedly connected to the end of the connecting rod 39. A flared opening 311 is provided at the opening of the ball cavity 37. The flared opening 311 is designed to allow the ball 38 to swing within a certain angle range, thereby adapting to multi-directional displacement changes.

[0033] During assembly, the vertical rod 91 presses against the ring plate 35, causing the first spring 33 to be pre-compressed and generate a pre-compression resistance F0. In this invention, the elastic coefficient of the first spring 33 is smaller than that of the second spring 34. This numerical relationship, combined with the pre-compression state, achieves segmented variable stiffness vibration reduction. When the rail vehicle generates a small vibration, the second spring plate 32 generates a small displacement, and the second spring 34 is compressed, but the compressive force it generates is less than the pre-compression resistance F0. At this time, the ring plate 35 remains stationary, and the first spring 33 does not participate in the deformation. The system uses the high stiffness of the second spring 34 to suppress the micro-amplitude displacement and ensure the positioning accuracy of the processor body 1. When the vehicle is subjected to a strong impact, the compression of the second spring 34 increases, and the compression force it experiences reaches or exceeds the pre-compression resistance F0. The ring plate 35 is pushed, and the first spring 33 is further compressed and deformed and intervenes in shock absorption. The system stiffness is reduced from the high stiffness of the second spring 34 to a large-stroke buffer state where the first spring 33 and the second spring 34 work together, thereby effectively absorbing the energy of large-amplitude impact.

[0034] Through the aforementioned segmented variable stiffness mechanism, this invention can adapt to the complex operating conditions of "high-frequency small amplitude" and "low-frequency large impact" coexisting in the operation of rail vehicles, and has excellent vibration reduction effect in a wide frequency range of 5 to 500 Hz.

[0035] Example 3: Please see Figure 6 To further enhance energy dissipation capacity, a secondary damping mechanism is provided between the first spring plate 3 and the inner wall of the shock absorber box 2 and the surface of the top plate 21. The secondary damping mechanism includes a damping seat 5 fixedly installed on the inner wall of the shock absorber box 2 and the surface of the top plate 21. The inside of the damping seat 5 is provided with a circular groove, a friction cavity 51 and a guide circular groove 52 in sequence along the direction away from the first spring plate 3. The inner wall of the circular groove is provided with an annular groove 53. Several positioning springs 54 are installed at equal intervals along the contour direction of the inner wall of the annular groove 53. The ends of all positioning springs 54 are fixedly connected to the same guide ring 55. The guide ring 55 is slidably connected to the inner wall of the annular groove 53, allowing it to float and rotate slightly within the annular groove 53.

[0036] A connecting post 56 is fixedly connected to the surface of the first spring plate 3. The end of the connecting post 56 passes through the inner ring of the guide ring 55 and is fixedly connected to the first friction plate 57 located inside the friction cavity 51. The connecting post 56 is slidably connected to the surface of the inner ring of the guide ring 55 and can rotate along the surface of the inner ring of the guide ring 55.

[0037] A second friction plate 58 is slidably connected to the inner side of the guide groove 52. A pressure spring 59 is fixedly connected between the second friction plate 58 and the inner wall of the guide groove 52. The position and size of the second friction plate 58 are adapted to the first friction plate 57. The diameter of the first friction plate 57 is smaller than the inner diameter of the friction cavity 51, ensuring that the first friction plate 57 has sufficient room to move within the friction cavity 51. Under the action of the pressure spring 59, the second friction plate 58 always tends to move towards the first friction plate 57, keeping the two in pre-tight contact.

[0038] During use, when the rail vehicle vibrates, the damping box 2 moves synchronously with the vehicle body. The processor body 1 is displaced relative to the damping box 2 due to inertia, and applies a reaction force to the damping unit through the support plate 310. The damping process is divided into two stages: a first-stage variable stiffness buffer and a second-stage friction energy dissipation. First-stage variable stiffness buffer: In the initial assembly state, the vertical rod 91 is pressed against the surface of the ring plate 35, so that the first spring 33 is in a pre-compressed state and forms a pre-compression resistance F0; and the elastic coefficient of the first spring 33 is less than the elastic coefficient of the second spring 34.

[0039] Small amplitude vibration condition: The slight displacement of the processor body 1 causes the second spring plate 32 to move slightly, and the second spring 34 is compressed, but the compressive force it generates is less than the pre-compression resistance F0. At this time, the ring plate 35 remains stationary, the length of the first spring 33 remains unchanged and does not participate in deformation. The system only uses the high stiffness of the second spring 34 to suppress the micro-displacement, so as to prevent the processor body 1 from loosening under high frequency micro-vibration and ensure the stability of electrical connection.

[0040] Large amplitude impact conditions: When the vehicle encounters strong vibrations such as track joints and turnout impacts, the displacement of the second spring plate 32 increases, the compression force of the second spring 34 reaches or exceeds the pre-compression resistance F0, the ring plate 35 is pushed, and the first spring 33 is further compressed and deformed on the basis of the original pre-compression and intervenes in shock absorption; since the stiffness of the first spring 33 is lower, the overall stiffness of the system drops sharply, and the impact energy is absorbed by the large stroke buffer characteristics to avoid rigid impact damage to the internal components of the processor.

[0041] Meanwhile, the ball 38 swings in multiple directions within the ball cavity 37 with the flared opening 311, and in conjunction with the deflection of the connecting rod 39, achieves six-degree-of-freedom vibration decoupling, avoiding stress concentration transmission to the PCB board of the processor body 1.

[0042] Secondary frictional energy dissipation stage: During the first-stage buffering process, the first spring plate 3 moves towards the inner wall of the shock-absorbing box 2 with the reaction force, driving the connecting column 56 to move synchronously: the connecting column 56 first drives the guide ring 55 to move adaptively in the ring groove 53 to ensure motion accuracy; then the first friction plate 57 at the end of the connecting column 56 slides relative to the second friction plate 58 in the friction cavity 51. Under the positive pressure provided by the pressure spring 59, the sliding friction force converts the vibration kinetic energy into heat energy dissipation, effectively suppressing the resonance peak of the spring-mass system and further reducing the vibration energy transmitted to the processor body 1.

[0043] The foregoing has only described certain exemplary embodiments of the present invention by way of illustration. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the foregoing drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A shock-resistant modular structure for a rail vehicle-mounted audio processor, comprising a processor body (1) and a connection area (11), characterized in that, The processor body (1) is provided with an anti-shock mechanism on the outside. The anti-shock mechanism includes a shock-absorbing box (2) provided on the outside of the processor body (1). A top plate (21) is installed on the top of the shock-absorbing box (2). Shock-absorbing units are provided on the bottom and sides of the inner wall of the shock-absorbing box (2) and the bottom of the top plate (21). The shock-absorbing units are used to suspend and support the processor body (1) and absorb shock. The damping unit includes a first spring plate (3) installed on the inner wall of the damping box (2). A damper (31) is fixedly installed on the surface of the first spring plate (3). A second spring plate (32) is fixedly connected to the end of the damper (31). A first spring (33) is fixedly connected to the surface of the first spring plate (3). A second spring (34) is fixedly connected to the surface of the second spring plate (32). A ring plate (35) is fixedly connected between the first spring (33) and the second spring (34). A ball seat (36) is fixedly connected to the surface of the second spring plate (32). A ball cavity (37) is opened inside the ball seat (36). A ball (38) is rotatably installed inside the ball cavity (37). A connecting rod (39) is fixedly connected to the surface of the ball (38). A support plate (310) is fixedly connected to the end of the connecting rod (39). An flared opening (311) is provided at the opening of the ball cavity (37).

2. The shock-resistant modular structure of a rail vehicle-mounted audio processor according to claim 1, characterized in that, Both sides of the top of the shock absorber box (2) are fixedly installed with wing plates (4). The surface of the top plate (21) is provided with through holes (41) that are compatible with the wing plates (4). Locking studs (42) are inserted into the through holes (41). Locking nuts (43) are connected to the external threads of the locking studs (42). The top plate (21) and the shock absorber box (2) are fixedly connected by the two wing plates (4), the locking studs (42), and the locking nuts (43).

3. The shock-resistant modular structure of a rail vehicle-mounted audio processor according to claim 1, characterized in that, The inner ring surface of the ring plate (35) is spaced apart from the surface of the maximum outer diameter section of the damper (31). A support rod (9) is fixedly installed on the surface of the first spring plate (3). The inner ring surface of the ring plate (35) is slidably connected to the surface of the support rod (9). A vertical rod (91) is fixedly connected to the end of the support rod (9). The vertical rod (91) is located on the side surface of the ring plate (35) away from the first spring plate (3). When the vertical rod (91) is pressed against the surface of the ring plate (35), the first spring (33) is in a pre-compressed state and forms a pre-compression resistance.

4. The shock-resistant modular structure of a rail vehicle-mounted audio processor according to claim 3, characterized in that, The elastic coefficient of the first spring (33) is less than that of the second spring (34).

5. The shock-resistant modular structure of a rail vehicle-mounted audio processor according to claim 1, characterized in that, A secondary damping mechanism is provided between the first spring plate (3) and the inner wall of the damping box (2) and the surface of the top plate (21). The secondary damping mechanism includes a damping seat (5) fixedly installed on the inner wall of the damping box (2) and the surface of the top plate (21). The damping seat (5) has a circular groove, a friction cavity (51) and a guide circular groove (52) sequentially opened in the direction away from the first spring plate (3). The inner wall of the circular groove has an annular groove (53). A number of positioning springs (54) are installed at equal intervals along the contour direction of the inner wall of the annular groove (53). The ends of all the positioning springs (54) are fixedly connected to the same guide ring (55). The guide ring (55) is slidably connected to the inner wall of the annular groove (53).

6. The shock-resistant modular structure of a rail vehicle-mounted audio processor according to claim 5, characterized in that, A connecting post (56) is fixedly connected to the surface of the first spring plate (3). The end of the connecting post (56) passes through the inner ring of the guide ring (55) and is fixedly connected to the first friction plate (57) located inside the friction cavity (51). The connecting post (56) is slidably connected to the inner ring surface of the guide ring (55) and can rotate along the inner ring surface of the guide ring (55).

7. The shock-resistant modular structure of a rail vehicle-mounted audio processor according to claim 6, characterized in that, The inner side of the guide groove (52) is slidably connected to a second friction plate (58). A pressure spring (59) is fixedly connected between the second friction plate (58) and the inner wall of the guide groove (52). The position and size of the second friction plate (58) are adapted to the first friction plate (57). The diameter of the first friction plate (57) is smaller than the inner diameter of the friction cavity (51).

8. The shock-resistant modular structure of a rail vehicle-mounted audio processor according to claim 1, characterized in that, The surface of the shock-absorbing box (2) is provided with a slot (6) corresponding to the position of the connecting area (11).

9. The shock-resistant modular structure of a rail vehicle-mounted audio processor according to claim 1, characterized in that, Ventilation slots (7) are provided on the bottom and sides of the shock-absorbing box (2).

10. The shock-resistant modular structure of a rail vehicle-mounted audio processor according to claim 1, characterized in that, The bottom of the shock-absorbing box (2) is equipped with fixing strips (8) on both sides, and fixing holes (81) are opened on both sides of the surface of the fixing strips (8).

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