Vibration reduction structure, floor assembly and railway vehicle

Abstract

The utility model relates to the field of railway vehicles, and provides a vibration reduction structure, a floor assembly and a railway vehicle. The vibration reduction structure comprises a first installation part used for being installed on a passenger room floor; the second mounting piece is mounted on a vehicle body floor; the vibration reduction body is internally provided with a deformation hole, the deformation hole is suitable for being switched between a deformation state and a closed state, in the deformation state, the deformation hole is suitable for deforming so that the vibration reduction body can provide support with first rigidity for the first mounting part, and in the closed state, the deformation hole is suitable for being closed so that the vibration reduction body can provide support with second rigidity for the first mounting part; the second stiffness is greater than the first stiffness. According to the vibration reduction structure, the supporting rigidity can be automatically adjusted according to different vibration frequencies and amplitudes, and vibration reduction in multiple directions can be achieved at the same time.

Description

Technical Field

[0001] The utility model relates to the field of rail vehicles, and provides a damping structure, a floor assembly and a rail vehicle. Background Art

[0002] Improving the comfort of rail vehicle seats has always been an important research topic. Existing solutions usually reduce seat vibration by installing rubber dampers on the floor chute. The damper is elastically connected to the vehicle body floor to isolate and absorb vibration.

[0003] However, in order to reduce the vertical stiffness to improve the damping efficiency, traditional rubber dampers usually use rubber elastomers with relatively low stiffness. This results in insufficient tangential stiffness of the rubber and cannot meet the requirements of vehicle lateral stability. At the same time, different stiffness requirements lead to the need to use different formulations to adjust the hardness and stiffness of rubber dampers, resulting in higher costs. In addition, the performance of rubber materials is greatly affected by environmental factors such as high temperature, low temperature, oil pollution, and rubber aging, which limits their application environment.

[0004] In summary, existing rubber dampers have limitations in terms of vertical low stiffness, lateral high stiffness, cost control, and environmental adaptability. Summary of the Utility Model

[0005] An embodiment of the utility model provides a damping structure to solve the defect that the damping structure in the related art cannot achieve multi-directional damping.

[0006] An embodiment of the utility model also provides a floor assembly.

[0007] An embodiment of the utility model also provides a rail vehicle.

[0008] The first aspect embodiment of the utility model provides a damping structure, including:

[0009] A first mounting member for mounting on the passenger compartment floor;

[0010] A second mounting member for mounting on the vehicle body floor;

[0011] A damping body, in which a deformation hole is formed. The deformation hole is adapted to switch between a deformed state and a closed state. In the deformed state, the deformation hole is adapted to deform, so that the damping body provides support with a first stiffness for the first mounting member. In the closed state, the deformation hole is adapted to close, so that the damping body provides support with a second stiffness for the first mounting member, and the second stiffness is greater than the first stiffness.

[0012] According to an embodiment of the utility model, there are a plurality of deformation holes, and the plurality of deformation holes are arranged at intervals along the length direction and / or the height direction of the damping body.

[0013] According to an embodiment of the present utility model, the deformation hole includes a first hole wall, a second hole wall corresponding to the first hole wall, and a third hole wall. From the edge of the first hole wall to the central position of the first hole wall, the distances between the second hole wall and the third hole wall and the first hole wall gradually increase, and the intersection point of the second hole wall and the third hole wall is located on the perpendicular bisector of the first hole wall.

[0014] According to an embodiment of the present utility model, the edges of the first hole wall and the second hole wall and the edges of the first hole wall and the third hole wall are in arc transition.

[0015] According to an embodiment of the present utility model, when the deformation holes are arranged at intervals along the height direction of the vibration damping body, the intersection point in the deformation hole located above is arranged downward, and the intersection point in the deformation hole located below is arranged upward.

[0016] According to an embodiment of the present utility model, the first mounting member and / or the second mounting member are adapted to be connected to the vibration damping body through a sliding mechanism.

[0017] According to an embodiment of the present utility model, a connecting body is arranged between the first mounting member and / or the second mounting member and the vibration damping body, and the first mounting member and / or the second mounting member are adapted to be connected to the connecting body through the sliding mechanism.

[0018] An embodiment of the second aspect of the present utility model provides a floor assembly, including a passenger compartment floor, a vehicle body floor, and the above-mentioned vibration damping structure. The passenger compartment floor is connected to the first mounting member, and the vehicle body floor is connected to the second mounting member.

[0019] According to an embodiment of the present utility model, a seat is further included. A chute is provided on the passenger compartment floor, the seat is installed in the chute, and the first mounting member is connected to a position corresponding to the chute.

[0020] An embodiment of the third aspect of the present utility model provides a rail vehicle, including the above-mentioned vibration damping structure,

[0021] or the above-mentioned floor assembly.

[0022] According to the vibration damping structure provided by the first aspect embodiment of the present utility model, the deformation holes in the vibration damping body can flexibly switch between the deformed state and the closed state. This design enables the vibration damping structure to automatically adjust its support stiffness according to different vibration frequencies and amplitudes. During the running of the rail vehicle, in the face of complex and changeable road conditions and vibration environments, the vibration damping body can be dynamically adjusted to provide more accurate and effective vibration damping effects. In the deformed state, the deformation holes are deformed, and the vibration damping body provides a lower first stiffness support for the first mounting member, which helps to absorb and disperse the high-frequency and small-amplitude vibrations from the vehicle body, significantly improving the riding comfort. When encountering large impacts or low-frequency vibrations, the deformation holes are closed, and the vibration damping body provides a higher second stiffness support, effectively preventing structural resonance and protecting the internal structure and equipment of the rail vehicle from damage. The vibration damping structure is compactly designed. The first mounting member and the second mounting member are respectively fixed to the passenger compartment floor and the vehicle body floor. As the key component connecting the two, the installation and replacement of the vibration damping body are relatively convenient, without the need for large-scale modification of the rail vehicle, reducing the maintenance cost and time. By precisely controlling the vibration damping effect, this structure not only improves the riding comfort but also reduces the interference of vibrations to other systems of the rail vehicle, such as the electrical system and the air conditioning system, thereby improving the overall performance and reliability of the rail vehicle. By effectively reducing vibration transmission, this vibration damping structure helps to extend the service life of the internal components of the rail vehicle, reduce wear and failures caused by vibrations, and lower the operation cost and maintenance frequency.

[0023] According to the floor assembly provided by the second aspect embodiment of the present utility model, through integrating the above-mentioned vibration damping structure, the efficient connection and vibration isolation between the passenger compartment floor and the vehicle body floor are realized. The vibration damping structure in the floor assembly can effectively absorb and disperse the vibrations from the vehicle body floor. Whether it is high-frequency small-amplitude vibrations or low-frequency large-amplitude impacts, the support stiffness can be flexibly adjusted through the deformation holes of the vibration damping body, thereby providing a more stable and comfortable riding environment. Due to the existence of the vibration damping structure, the floor assembly can significantly reduce the vibrations transmitted to the passenger compartment floor, reduce the bumps and discomfort felt by passengers, and improve the overall riding comfort. This is particularly important for long-distance travel or urban public transportation, helping to relieve the fatigue of passengers. As the key component connecting the passenger compartment floor and the vehicle body floor, the installation and replacement of the vibration damping structure are relatively convenient. This reduces the complexity of rail vehicle manufacturing and post-maintenance, and improves the work efficiency.

[0024] According to the rail vehicle provided by the third aspect embodiment of the present utility model, by integrating the above-mentioned vibration damping structure or the above-mentioned floor assembly, the overall performance and riding comfort of the rail vehicle are significantly improved. When the rail vehicle adopts the above-mentioned vibration damping structure, it can effectively absorb and disperse the vibration energy from the track and wheels, and reduce the impact and transmission of vibration on the structure of the rail vehicle. When the rail vehicle adopts the above-mentioned floor assembly, the vibration transmission path and vibration damping effect can be further optimized. As an important part inside the rail vehicle, the floor assembly directly bears the weight of passengers and equipment, and is also one of the main paths of vibration transmission. By adopting an efficient vibration damping structure, the floor assembly can significantly reduce the vibration energy transmitted to the passenger compartment floor and improve the riding comfort of passengers. At the same time, the integrity and stability of the floor assembly are also enhanced, which helps to protect the internal structure and equipment of the rail vehicle from vibration damage. Description of the Drawings

[0025] In order to more clearly illustrate the technical solutions in the present utility model or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0026] Figure 1 It is a schematic cross-sectional view of the floor assembly provided by the present utility model.

[0027] Figure 2 It is a schematic cross-sectional view of the vibration damping structure provided by the present utility model from one angle.

[0028] Figure 3 It is a schematic cross-sectional view of the vibration damping structure provided by the present utility model from another angle.

[0029] Figure 4 It is a schematic top view of the vibration damping structure provided by the present utility model.

[0030] Figure 5 It is a schematic structural diagram of the deformation hole provided by the present utility model.

[0031] Reference Signs:

[0032] 100, the first mounting member; 102, the passenger compartment floor; 104, the second mounting member; 106, the car body floor; 108, the vibration damping body; 110, the deformation hole; 112, the first hole wall; 114, the second hole wall; 116, the third hole wall; 118, the connecting body; 120, the sliding groove; 122, the seat. Detailed Embodiments

[0033] The following further describes in detail the implementation manners of the present utility model in conjunction with the accompanying drawings and embodiments. The following embodiments are used to illustrate the present utility model, but cannot be used to limit the scope of the present utility model.

[0034] As Figures 1 to 5 shown, an embodiment of the first aspect of the present utility model provides a vibration damping structure, including:

[0035] A first mounting member 100 for mounting on the passenger compartment floor 102;

[0036] A second mounting member 104 for mounting on the vehicle body floor 106;

[0037] A vibration damping body 108, in which a deformation hole 110 is formed. The deformation hole 110 is adapted to switch between a deformed state and a closed state. In the deformed state, the deformation hole 110 is adapted to deform, so that the vibration damping body 108 provides a support with a first stiffness for the first mounting member 100. In the closed state, the deformation hole 110 is adapted to close, so that the vibration damping body 108 provides a support with a second stiffness for the first mounting member 100, and the second stiffness is greater than the first stiffness.

[0038] According to the vibration damping structure provided by the embodiment of the first aspect of the present utility model, the deformation hole 110 in the vibration damping body 108 can flexibly switch between the deformed state and the closed state. This design enables the vibration damping structure to automatically adjust its support stiffness according to different vibration frequencies and amplitudes. During the running of the rail vehicle, in the face of complex and changeable road conditions and vibration environments, the vibration damping body 108 can dynamically adjust to provide a more accurate and effective vibration damping effect. In the deformed state, the deformation hole 110 deforms, and the vibration damping body 108 provides a support with a lower first stiffness for the first mounting member 100, which helps to absorb and disperse the high-frequency and small-amplitude vibrations from the vehicle body, significantly improving the riding comfort. When encountering a large impact or low-frequency vibration, the deformation hole 110 closes, and the vibration damping body 108 provides a higher second stiffness support, effectively preventing structural resonance and protecting the internal structure and equipment of the rail vehicle from damage. The vibration damping structure is compactly designed. The first mounting member 100 and the second mounting member 104 are respectively fixed to the passenger compartment floor 102 and the vehicle body floor 106. The vibration damping body 108, as a key component connecting the two, is relatively convenient to install and replace, without the need for large-scale modification of the rail vehicle, reducing the maintenance cost and time. By precisely controlling the vibration damping effect, this structure not only improves the riding comfort, but also reduces the interference of vibration on other systems of the rail vehicle, such as the electrical system, the air conditioning system, etc., thereby improving the overall performance and reliability of the rail vehicle. By effectively reducing vibration transmission, this vibration damping structure helps to extend the service life of the internal components of the rail vehicle, reduce wear and failures caused by vibration, and reduce the operation cost and maintenance frequency.

[0039] Please continue to refer to Figures 1 to 5, in the first aspect embodiment of the present utility model, a vibration damping structure is provided, aiming to optimize the vibration transmission problem in rail vehicles or other similar means of transportation.

[0040] Specifically, the first mounting member 100 is used to be firmly mounted on the passenger compartment floor 102, serving as a bridge connecting the vibration damping structure and the passenger compartment floor 102.

[0041] The second mounting member 104 corresponds to the first mounting member 100. The second mounting member 104 is designed to be mounted on the car body floor 106 to establish a firm connection with the car body structure. The mounting method of the second mounting member 104 is similar to that of the first mounting member 100, and it is necessary to ensure a firm connection without affecting the overall structure of the car body floor 106.

[0042] The vibration damping body 108 is the core structure of the vibration damping structure. A deformation hole 110 is provided in the vibration damping body 108. The deformation hole 110 can switch between different states to achieve precise control of vibration transmission. In the deformed state, the deformation hole 110 allows the vibration damping body 108 to undergo a certain degree of deformation, so as to support the first mounting member 100 with a lower first stiffness, effectively absorbing and dispersing high-frequency and small-amplitude vibrations. When encountering a large impact or low-frequency vibration, the deformation hole 110 will quickly close, causing the vibration damping body 108 to transform into a higher second stiffness support state to prevent structural resonance and achieve overload protection.

[0043] It can be understood that for the vibration damping structure provided by the embodiment of the present utility model, through the flexible switching of the deformation hole 110 between the deformed state and the closed state, the vibration damping structure can accurately control the support stiffness of the first mounting member 100, thereby effectively absorbing and dispersing the vibration energy from the car body floor 106, and significantly improving the riding comfort. The design of the vibration damping body 108 enables it to automatically adjust the support stiffness according to different vibration frequencies and amplitudes, realizing dynamic control of vibration transmission. This dynamic adaptability helps to cope with the complex and changeable driving environment, ensuring that the rail vehicle always maintains a stable driving state.

[0044] According to an embodiment of the present utility model, there are multiple deformation holes 110, and the multiple deformation holes 110 are arranged at intervals along the length direction and / or height direction of the vibration damping body 108.

[0045] As Figure 2 shown, in an embodiment of the present utility model, the deformation holes 110 in the vibration damping body 108 do not exist singly, but are designed to be multiple, and these deformation holes 110 are arranged at intervals along the length direction and / or height direction of the vibration damping body 108. This design further enhances the flexibility and adaptability of the vibration damping structure, enabling it to more effectively cope with vibrations in different directions and frequencies.

[0046] When the deformation holes 110 are arranged at intervals along the length direction of the vibration damping body 108, multiple deformation holes 110 can form one or more vibration absorption bands. These absorption bands can effectively absorb and disperse the longitudinal vibration from the vehicle body floor 106 during the running of the rail vehicle, especially when running in a straight line. With the change of the running speed of the rail vehicle and the fluctuation of the road conditions, the deformation holes 110 at different positions can work independently or cooperatively to provide the best vibration damping effect.

[0047] When multiple deformation holes 110 are arranged along the height direction of the vibration damping body 108, it helps to cope with the vertical vibration, such as the bumps generated when the rail vehicle passes through an uneven road surface. These deformation holes 110 in the height direction can serve as independent vibration damping units, deform according to the magnitude and direction of the vibration, so as to absorb and disperse the vertical vibration energy. At the same time, they can also cooperate with the deformation holes 110 in the length direction to form a three-dimensional vibration damping network and provide all-round vibration control.

[0048] In practical applications, in order to obtain the best vibration damping effect, multiple deformation holes 110 can be arranged at intervals in both the length and height directions of the vibration damping body 108. This setting method can take into account vibrations in different directions and frequencies, ensuring that the vibration damping structure can maintain an efficient and stable working state under various running conditions of the rail vehicle.

[0049] Therefore, the vibration damping structure provided by the embodiment of the present utility model enables the vibration damping body 108 to absorb and disperse vibration energy in more directions and frequencies through the arrangement of multiple deformation holes 110, thereby further improving the vibration damping effect. Whether it is longitudinal, transverse or vertical vibration, it can be effectively controlled. The deformation holes 110 at different positions and directions can work independently or cooperatively according to the specific vibration situation, improving the adaptability and flexibility of the vibration damping structure. This design enables the vibration damping structure to better cope with complex and changeable running environments. More importantly, the enhancement of the vibration damping effect directly improves the riding comfort of passengers and reduces the discomfort and fatigue caused by vibration. This is particularly important for long-distance travel or urban public transportation.

[0050] According to an embodiment of the present utility model, the deformation hole 110 includes a first hole wall 112, a second hole wall 114 and a third hole wall 116 corresponding to the first hole wall 112. From the edge of the first hole wall 112 to the central position of the first hole wall 112, the distances between the second hole wall 114 and the third hole wall 116 and the first hole wall 112 gradually increase, and the intersection point of the second hole wall 114 and the third hole wall 116 is located on the perpendicular bisector of the first hole wall 112.

[0051] As Figure 5As shown, in the embodiment of the present invention, the deformation hole 110 is composed of three interconnected hole walls, namely a first hole wall 112 , a second hole wall 114 and a third hole wall 116 .

[0052] From the edge of the first hole wall 112 to the center of the first hole wall 112, the spacing between the second hole wall 114 and the third hole wall 116 and the first hole wall 112 gradually increases. It can be understood that in the embodiment of the utility model, the middle position of the deformation hole 110 is relatively high, and the edge position of the deformation hole 110 is relatively low. This design enables the deformation hole 110 to have better energy absorption and shock absorption capabilities when subjected to external force or internal stress. That is, the angle between the first hole wall 112 and the second hole wall 114, and the angle between the first hole wall 112 and the third hole wall 116 is α, and the angle α is greater than 0 degrees and less than 90 degrees.

[0053] As mentioned above, the intersection point of the second hole wall 114 and the third hole wall 116 is located on the mid-perpendicular line of the first hole wall 112. This arrangement not only ensures the structural symmetry of the deformation hole 110, but also enhances the stability of the deformation hole 110 when subjected to pressure or tension. At the same time, the intersection point of the second hole wall 114 and the third hole wall 116 is located on the mid-perpendicular line of the first hole wall 112, which also enables the deformation hole 110 to produce a more balanced deformation effect when subjected to vertical pressure.

[0054] Due to the above structural design of the deformation hole 110, when the deformation hole 110 is subjected to impact or vibration, it absorbs and disperses energy through its internal deformation, thereby protecting the surrounding structure or equipment. In addition, it should be noted that the maximum deformation amount of the deformation hole 110 is the height H between the intersection point and the first hole wall 112.

[0055] According to an embodiment of the present invention, the edge of the first hole wall 112 and the edge of the second hole wall 114 , as well as the edge of the first hole wall 112 and the edge of the third hole wall 116 , are transitioned in an arc.

[0056] like Figure 5 As shown, in the embodiment of the present invention, an arc transition design is adopted between the edge of the first hole wall 112 and the edge of the second hole wall 114 , and between the edge of the first hole wall 112 and the edge of the third hole wall 116 .

[0057] The arc transition can effectively reduce the stress concentration phenomenon at the edge of the hole wall. When the deformed hole 110 is subjected to an external force, the sharp corners are often the areas of stress concentration, which can easily lead to fatigue failure or fracture of the material. The arc transition can disperse the stress over a larger area, thereby improving the overall strength and durability of the deformed hole 110. In addition, during the manufacturing process, the design of the arc transition can simplify the processing technology and reduce the processing difficulty and cost. Compared with sharp corners, the arc transition is easier to achieve through processes such as cutting, grinding, or stamping, and it also reduces the wear of tools or dies.

[0058] Since the arc transition can reduce stress concentration and improve the processing performance, the design of the arc transition also helps to enhance the durability of the deformed hole 110. During long-term use, the design of the arc transition can reduce damage and failures caused by stress concentration and processing defects, and extend the service life of the vibration damping body 108. Among them, the chamfer R of the arc transition can be flexibly selected according to the actual size of the deformed hole 110.

[0059] According to an embodiment of the present invention, when the deformed holes 110 are arranged at intervals along the height direction of the vibration damping body 108, the intersection points in the upper deformed hole 110 are arranged downward, and the intersection points in the lower deformed hole 110 are arranged upward.

[0060] As Figure 2 shown, in an embodiment of the present invention, the deformed holes 110 are designed to be arranged at intervals in the height direction of the vibration damping body 108. The intersection points in the upper deformed hole 110 are arranged downward, while the intersection points in the lower deformed hole 110 are arranged upward.

[0061] By adjusting the direction of the intersection points in the deformed hole 110, when the vibration damping body 108 is subjected to vibration or impact, the deformed holes 110 at different heights can respond in different ways. The downward arrangement of the intersection points in the upper deformed hole 110 may make this area more likely to deform when subjected to a downward force, while the upward arrangement of the intersection points in the lower deformed hole 110 may be more sensitive when subjected to an upward force. This differential response helps to better disperse and absorb vibration energy, thereby enhancing the overall vibration damping effect.

[0062] Arranging the deformed holes 110 at intervals in the height direction of the vibration damping body 108 and adjusting the direction of the intersection points can make the entire structure more stable when subjected to an external force. The deformed holes 110 at different heights participate in the force-bearing process in different ways, which helps to reduce stress concentration and avoid local damage, thereby improving the load-bearing capacity and service life of the entire vibration damping body 108.

[0063] Adapting to different working conditions: In practical applications, the shock absorber body 108 may face various complex working conditions and vibration environments. By adjusting the direction of the intersection points in the deformation holes 110, the shock absorber body 108 can be made more adaptable to different working condition requirements, improving its working performance and stability in various environments.

[0064] According to an embodiment of the present invention, the first mounting member 100 and / or the second mounting member 104 are adapted to be connected to the shock absorber body 108 through a sliding mechanism.

[0065] As Figure 2 and Figure 3 shown, in the embodiment of the present invention, the first mounting member 100 and / or the second mounting member 104 are designed to be connected to the shock absorber body 108 through a sliding mechanism.

[0066] The setting of the sliding mechanism allows the first mounting member 100 and / or the second mounting member 104 to move relative to the shock absorber body 108, thereby providing flexibility in adjusting the mounting position. For example, when it is necessary to adjust the mounting position according to the actual mounting conditions or equipment layout, it can be easily achieved through the sliding mechanism.

[0067] When the sliding mechanism connects the mounting member and the shock absorber body 108, a certain damping effect can also be set, thereby further reducing the transmission of vibration and shock. This is crucial for improving the stability and reliability of the equipment, especially in application scenarios where strict control of vibration and noise is required. Connecting the mounting member and the shock absorber body 108 through the sliding mechanism can simplify the installation process and reduce the installation difficulty. Installers do not need to perform complex positioning and fixing operations, and only need to slide the mounting member along the sliding mechanism to the appropriate position, thereby improving the installation efficiency.

[0068] In the embodiment of the present invention, the sliding mechanism can be the setting of a chute 120 and a slider. For example, the chute 120 can be provided on the shock absorber body 108, and the slider is provided on the first mounting member 100 and the second mounting member 104. Of course, in some other embodiments, the sliding mechanism can also be set in other forms, such as a slide rail and a slider.

[0069] According to an embodiment of the present invention, a connecting body 118 is provided between the first mounting member 100 and / or the second mounting member 104 and the shock absorber body 108, and the first mounting member 100 and / or the second mounting member 104 are adapted to be connected to the connecting body 118 through a sliding mechanism.

[0070] As Figure 2 and Figure 3As shown, in a specific embodiment of the present utility model, the connecting body 118, as a connecting structure connecting the first mounting member 100, the damping body 108 and / or the second mounting member 104, the damping body 108, not only provides a physical connection between the first mounting member 100 and / or the second mounting member 104 and the damping body 108, but also allows the mounting member to slide or fine-tune relative to the damping body 108 within a certain range through its design to adapt to different installation conditions and vibration environments.

[0071] In order to achieve a sliding connection between the first mounting member 100 and / or the second mounting member 104 and the connecting body 118, a sliding mechanism is designed on the connecting body 118 in this embodiment. The sliding mechanism may include components such as a sliding groove 120 and a sliding block, allowing the first mounting member 100 and / or the second mounting member 104 to perform a smooth sliding movement along a preset path during the actual installation process. This design not only improves the flexibility of installation, but also helps to maintain the stability of the mounting member during vibration, reducing loosening or damage caused by vibration.

[0072] An embodiment of the second aspect of the present utility model provides a floor assembly, including a passenger compartment floor 102, a vehicle body floor 106, and the above-mentioned damping structure, wherein the passenger compartment floor 102 is connected to the first mounting member 100, and the vehicle body floor 106 is connected to the second mounting member 104.

[0073] According to the floor assembly provided by the embodiment of the second aspect of the present utility model, through integrating the above-mentioned damping structure, an efficient connection and vibration isolation between the passenger compartment floor 102 and the vehicle body floor 106 are achieved. The damping structure in the floor assembly can effectively absorb and disperse the vibration from the vehicle body floor 106. Whether it is high-frequency small-amplitude vibration or low-frequency large-amplitude impact, the support stiffness can be flexibly adjusted through the deformation holes 110 of the damping body 108, thereby providing a more stable and comfortable riding environment. Due to the existence of the damping structure, the floor assembly can significantly reduce the vibration transmitted to the passenger compartment floor 102, reduce the bumps and discomfort felt by passengers, and improve the overall riding comfort. This is particularly important for long-distance travel or urban public transportation, helping to relieve the fatigue of passengers. As a key component connecting the passenger compartment floor 102 and the vehicle body floor 106, the installation and replacement of the damping structure are relatively convenient. This reduces the complexity of vehicle manufacturing and later maintenance and improves work efficiency.

[0074] According to an embodiment of the present utility model, it further includes a seat 122. The passenger compartment floor 102 is provided with a sliding groove 120, the seat 122 is installed in the sliding groove 120, and the first mounting member 100 is connected to a position corresponding to the sliding groove 120.

[0075] As Figure 1As shown, in one embodiment of the utility model, the seat 122 is a component for passengers to ride on, and needs to have sufficient comfort and support. In this embodiment, the seat 122 is designed to be installed on the slide 120 of the passenger compartment floor 102, so as to adjust the position or realize the connection with the vibration reduction system.

[0076] A slide groove 120 of a specific shape is provided on the passenger compartment floor 102, and the slide groove 120 is used to install and support a seat 122. The design of the slide groove 120 should ensure that the seat 122 can slide and be fixed smoothly, and is convenient for installation and maintenance.

[0077] The seat 122 matches the slide groove 120 on the passenger compartment floor 102 through the mounting portion at the bottom thereof, ensuring that the seat 122 can be slidably adjusted along the direction of the slide groove 120 .

[0078] When the vehicle vibrates during driving, the seat 122 can absorb and disperse the vibration energy to a certain extent through the connection structure of the slide groove 120 and the first mounting member 100, thereby reducing the interference and discomfort to the passengers. By combining the seat 122 with the vibration reduction system, this embodiment can significantly reduce the impact of the vibration generated by the vehicle during driving on the passengers and improve the riding comfort of the passengers. The design of the slide groove 120 and the first mounting member 100 ensures the stability of the seat 122 during driving of the vehicle and reduces the shaking and noise of the seat 122 caused by vibration.

[0079] A third aspect of the present invention provides a rail vehicle, comprising the above-mentioned vibration reduction structure or the above-mentioned floor assembly.

[0080] According to the rail vehicle provided by the embodiment of the third aspect of the utility model, the overall performance and ride comfort of the vehicle are significantly improved by integrating the above-mentioned vibration reduction structure or the above-mentioned floor assembly. When the rail vehicle adopts the above-mentioned vibration reduction structure, it can effectively absorb and disperse the vibration energy from the track and wheels, and reduce the impact and transmission of vibration to the vehicle structure. When the rail vehicle adopts the above-mentioned floor assembly, the vibration transmission path and vibration reduction effect can be further optimized. As an important component of the interior of the vehicle, the floor assembly directly bears the weight of passengers and equipment, and is also one of the main paths for vibration transmission. By adopting an efficient vibration reduction structure, the floor assembly can significantly reduce the vibration energy transmitted to the passenger compartment floor 102, and improve the ride comfort of passengers. At the same time, the integrity and stability of the floor assembly are also enhanced, which helps to protect the internal structure and equipment of the vehicle from vibration damage.

[0081] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements 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 vibration reduction structure, characterized in that: include: A first mounting member (100) for mounting on a passenger compartment floor (102); A second mounting member (104) is used for mounting on a vehicle body floor (106); A vibration damping body (108), wherein a deformation hole (110) is provided in the vibration damping body (108), and the deformation hole (110) is suitable for switching between a deformation state and a closed state. In the deformation state, the deformation hole (110) is suitable for deforming so that the vibration damping body (108) provides support with a first stiffness to the first mounting member (100); in the closed state, the deformation hole (110) is suitable for closing so that the vibration damping body (108) provides support with a second stiffness to the first mounting member (100), and the second stiffness is greater than the first stiffness.

2. The vibration reduction structure according to claim 1, characterized in that: There are a plurality of deformation holes (110), and the plurality of deformation holes (110) are arranged at intervals along the length direction and / or the height direction of the vibration damping body (108).

3. The vibration reduction structure according to claim 2, characterized in that: The deformable hole (110) comprises a first hole wall (112) and a second hole wall (114) and a third hole wall (116) corresponding to the first hole wall (112); from the edge of the first hole wall (112) to the center of the first hole wall (112), the distance between the second hole wall (114) and the third hole wall (116) and the first hole wall (112) gradually increases, and the intersection point of the second hole wall (114) and the third hole wall (116) is located on the mid-perpendicular line of the first hole wall (112).

4. The vibration reduction structure according to claim 3, characterized in that: The edge of the first hole wall (112) and the edge of the second hole wall (114), as well as the edge of the first hole wall (112) and the edge of the third hole wall (116), transition in a circular arc.

5. The vibration reduction structure according to claim 3, characterized in that: When the deformation holes (110) are arranged at intervals along the height direction of the vibration damping body (108), the intersection points in the deformation holes (110) located at the top are arranged downward, and the intersection points in the deformation holes (110) located at the bottom are arranged upward.

6. The vibration damping structure according to any one of claims 1 to 5, characterized in that: The first mounting member (100) and / or the second mounting member (104) are suitable for being connected to the vibration damping body (108) via a sliding mechanism.

7. The vibration reduction structure according to claim 6, characterized in that: A connecting body (118) is provided between the first mounting member (100) and / or the second mounting member (104) and the vibration damping body (108), and the first mounting member (100) and / or the second mounting member (104) are suitable for being connected to the connecting body (118) via the sliding mechanism.

8. A floor assembly, characterized in that: The vehicle comprises a passenger compartment floor (102), a vehicle body floor (106), and a vibration reduction structure according to any one of claims 1 to 7, wherein the passenger compartment floor (102) is connected to the first mounting member (100), and the vehicle body floor (106) is connected to the second mounting member (104).

9. The floor assembly according to claim 8, characterized in that: It also includes a seat (122), the passenger compartment floor (102) is provided with a slide groove (120), the seat (122) is mounted on the slide groove (120), and the first mounting member (100) is connected to a position corresponding to the slide groove (120).

10. A rail vehicle, characterized in that: comprising a vibration reduction structure as claimed in any one of claims 1 to 7, Or the floor assembly as claimed in claim 8 or 9.

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