Damping piece and railway vehicle electric appliance cabinet with same

Abstract

The utility model provides a damping piece and a railway vehicle electric appliance cabinet with the damping piece. Specifically, the damping piece is in the shape of a triangular prism, the triangular prism is provided with an upper surface and a lower surface which are parallel to each other and three edges which extend between the upper surface and the lower surface and are parallel to each other, and the section, perpendicular to the three edges, of the triangular prism is in the shape of an isosceles right triangle. In the vertical direction from the right angle of the isosceles right triangle to the opposite side of the right angle, the damping piece sequentially comprises a rubber part and a damping part, a fiber cushion layer; a first aluminum alloy layer; and a first rubber layer. The damping piece is used for being installed at the vertical junction of two adjacent cabinet walls in the electrical cabinet of the railway vehicle, and therefore vibration of the electrical cabinet in the running process of the vehicle is effectively reduced.

Description

TECHNICAL FIELD

[0001] The utility model relates to the rail vehicle electric appliance cabinet damping technical field, specifically, relate to a damping piece and the rail vehicle electric appliance cabinet with the damping piece. BACKGROUND

[0002] In the field of rail vehicles, the electric appliance cabinet is a very key component, which loads a large number of electrical equipment for controlling train operation, such as controllers, power modules, communication devices, etc. With the continuous development of rail vehicles towards high speed and intelligence, the stability and reliability of the equipment in the electric appliance cabinet are increasingly stringent requirements.

[0003] During the driving of the vehicle, various complex vibration situations cannot be avoided. The unevenness of the track, the acceleration and deceleration of the vehicle, the driving on curves, and the operation of passing through switches, etc. will all cause the vehicle to produce vibrations of different frequencies and amplitudes. These vibrations will be directly transmitted to the electric appliance cabinet and its internal equipment. The damping measures in the prior art have many deficiencies.

[0004] Some traditional damping schemes use simple rubber pads as damping pieces. However, ordinary rubber pads have poor adaptability to different frequency vibrations and are difficult to effectively attenuate vibrations in a wide frequency range (for example, 0-500Hz or even higher frequency intervals, covering the overall vibration of the vehicle to the microscopic vibration inside the components).

[0005] In addition, some existing damping devices do not fully consider the special space limitations and weight requirements of rail vehicles when designing. In the limited installation space of the electric appliance cabinet, some damping piece structure designs are not compact enough, occupying too much valuable space and affecting the layout and heat dissipation of other components inside the electric appliance cabinet. At the same time, the over-heavy damping device will increase the overall weight of the vehicle, which is not conducive to the energy-saving operation of the vehicle and the control of parameters such as axle load, and may affect the running performance and safety of the vehicle.

[0006] Furthermore, for different types and different sensitivity of electrical equipment in the electric appliance cabinet, a single damping structure often cannot provide targeted damping protection. Some high-precision electronic components may need more delicate damping treatment to avoid micro-vibration interference with signal transmission and operation precision, and existing damping pieces cannot meet such diverse needs.

[0007] In summary, in view of the above-mentioned defects of the prior art in the damping of the electric appliance cabinet of the rail vehicle, there is an urgent need for a new type of damping piece that can effectively overcome these problems to ensure the stable operation of the equipment in the electric appliance cabinet during the driving of the vehicle and improve the overall performance, safety and reliability of the rail vehicle.

[0008] Therefore, it is of great significance to develop a shock-absorbing piece with low production cost and capable of effectively reducing the vibration of the electric cabinet during the driving of the vehicle. Utility model content

[0009] From the above technical problems, one of the purposes of the utility model is to provide a shock-absorbing piece and a rail vehicle electric cabinet with the shock-absorbing piece, which can effectively reduce the vibration of the electric cabinet during the driving of the vehicle.

[0010] Specifically, according to one aspect of the utility model, a shock-absorbing piece is provided, the shape of the shock-absorbing piece is a triangular prism, the triangular prism has an upper surface and a lower surface parallel to each other and three parallel edges extending between the upper surface and the lower surface, wherein the cross section of the triangular prism perpendicular to the three edges is an isosceles right triangle, and characterized in that, in the vertical direction from the right angle of the isosceles right triangle to the opposite side of the right angle, the shock-absorbing piece comprises in sequence:

[0011] a rubber part;

[0012] a fiber mat layer;

[0013] a first aluminum alloy layer;

[0014] a first rubber layer.

[0015] According to another aspect of the utility model, a rail vehicle electric cabinet is provided, which has the above-mentioned shock-absorbing piece. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 a perspective view of a shock-absorbing piece according to one embodiment of the utility model is shown;

[0017] Figure 2 a cross-sectional view of the cross section S shown in FIG. Figure 1 ; and

[0018] Figure 3 a cross-sectional view of a shock-absorbing piece according to another embodiment of the utility model is shown. DETAILED DESCRIPTION

[0019] The utility model will be further described in detail below in combination with the drawings and specific embodiments. It will be understood that other embodiments are considered, and these other embodiments can be implemented without departing from the scope or spirit of the utility model. Therefore, the following detailed description is non-limiting.

[0020] All numbers expressing features sizes, amounts, and other physically characteristics used in the specification and claims are to be understood as approximations based on the terms "about" meaning within 10% of the value stated. Thus, unless otherwise stated, the aforementioned description and accompanying claims are to be understood as not limiting in any respect. Numerical values listed in the specification and claims are approximate, as those skilled in the art are capable of utilizing the teachings presented herein to obtain the desired properties within the desired ranges. Use of a number range includes all numbers within the range and any range subsumed therein. For example, a range of 1 to 5 includes 1, 1.1, 1.3, 1.5, 2, 2.75, 3, 3.80, 4, and 5, etc.

[0021] As mentioned above, the electrical cabinet of a rail vehicle is of great importance, and the electrical equipment inside the electrical cabinet needs to be stably operated in a complex vibration environment. The existing damping technology has many problems, and is poor in adapting to multi-frequency vibration, and under the special space and weight restrictions of the rail vehicle, has disadvantages such as occupying a large space, increasing the weight of the vehicle, and being difficult to provide precise damping for different equipment. The inventors of the present utility model have found in research that by specifically designing a damping piece structure with a laminated structure, the vibration of the electrical cabinet during vehicle driving can be effectively reduced, and when specific structure parameters are selected, the vibration can even be effectively attenuated within a wide frequency range (for example, 0-500 Hz).

[0022] In particular, according to one aspect of the present utility model, a damping piece is provided, the damping piece has a shape of a triangular prism, the triangular prism has an upper surface and a lower surface parallel to each other and three parallel edges extending between the upper surface and the lower surface, wherein a cross section of the triangular prism perpendicular to the three edges is an isosceles right triangle, characterized in that, in a vertical direction from a right angle of the isosceles right triangle to an opposite side of the right angle, the damping piece comprises in sequence:

[0023] a rubber part;

[0024] a fiber mat layer;

[0025] a first aluminum alloy layer; and

[0026] a first rubber layer.

[0027] Figure 1 A perspective view of a damping piece 1 according to one specific embodiment of the present utility model is shown. Figure 2 A cross-sectional view of the cross section S shown in Figure 1 is shown. As Figure 1The damping element 1 shown in Fig. 1 has the shape of a triangular prism with upper and lower surfaces 2, 3 parallel to each other and three edges 4 parallel to each other extending between the upper and lower surfaces 2, 3, wherein a cross section S of the triangular prism perpendicular to the three edges 4 is an isosceles right triangle 5. The damping element 1 comprises, in the perpendicular direction a from the right angle 6 of the isosceles right triangle 5 to the opposite side 7 of the right angle 6:

[0028] a rubber portion 8;

[0029] a fiber mat layer 9;

[0030] a first aluminum alloy layer 10; and

[0031] a first rubber layer 11.

[0032] Figure 3 Fig. 2 shows a cross-sectional view of a damping element 1 according to a further preferred embodiment of the present utility model. The damping element of the further embodiment has the same overall shape as the damping element shown in Fig. 1, both being triangular prisms with upper and lower surfaces parallel to each other and three edges parallel to each other extending between the upper and lower surfaces, wherein a cross section of the triangular prism perpendicular to the three edges is an isosceles right triangle. The damping element of the further embodiment differs from the damping element shown in Fig. 1 in that, as shown in Fig. 2, the damping element 1 comprises, in the perpendicular direction a from the right angle 6 of the isosceles right triangle 5 to the opposite side 7 of the right angle 5: Figure 1 Figure 1 a rubber portion 8; Figure 2 Figure 3 a fiber mat layer 9;

[0033] a first aluminum alloy layer 10;

[0034] a first rubber layer 11;

[0035] a second aluminum alloy layer 12; and

[0036] a second rubber layer 13.

[0037] According to certain preferred embodiments of the present utility model, the rubber portion has a right-angled top. The right-angled top directly adheres to the perpendicular intersection of two cabinet walls when the damping element is installed at the perpendicular intersection of two adjacent cabinet walls inside an electrical cabinet of a rail vehicle.

[0038] According to certain preferred embodiments of the present utility model, the rubber portion has a right-angled top. The right-angled top directly adheres to the perpendicular intersection of two cabinet walls when the damping element is installed at the perpendicular intersection of two adjacent cabinet walls inside an electrical cabinet of a rail vehicle.

[0039] According to certain preferred embodiments of the present utility model, the rubber portion has a right-angled top. The right-angled top directly adheres to the perpendicular intersection of two cabinet walls when the damping element is installed at the perpendicular intersection of two adjacent cabinet walls inside an electrical cabinet of a rail vehicle.

[0040] ​​According to certain preferred embodiments of the present application, the distance from the right angle top to the edge perpendicular to the right angle top in the cross section of the rubber portion is in the range of 3 mm to 10 mm, preferably 5 mm to 10 mm.

[0041] The material of the rubber of the rubber portion that can be employed in the present application is not particularly limited and can be a commercially available rubber product that is conventionally used for shock absorbing applications. Preferably, the rubber portion is a silicone rubber layer, a nitrile rubber layer or a neoprene rubber layer.

[0042] The material of the fiber mat of the fiber mat layer that can be employed in the present application is not particularly limited and can be a commercially available fiber mat product that is conventionally used for shock absorbing applications.

[0043] According to certain preferred embodiments of the present application, the grammage of the fiber mat layer is in the range of 100 g / m 2 to 1000 g / m 2 , 300 g / m 2 to 800 g / m 2 and more preferably 500 g / m 2 to 600 g / m 2 .

[0044] Preferably, the thickness of the fiber mat layer is in the range of 5 mm to 2 cm, preferably 1 cm to 2 cm.

[0045] According to certain preferred embodiments of the present application, the thickness of the first aluminum alloy layer is in the range of 2 mm to 1 cm, preferably 5 mm to 1 cm.

[0046] The material of the rubber of the first rubber layer that can be employed in the present application is not particularly limited and can be a commercially available rubber product that is conventionally used for shock absorbing applications. Preferably, the first rubber layer is a silicone rubber layer, a nitrile rubber layer or a neoprene rubber layer.

[0047] According to certain preferred embodiments of the present application, in the above-mentioned first embodiment, the rubber portion, the fiber mat layer, the first aluminum alloy layer and the first rubber layer are bonded together in sequence by a pressure sensitive adhesive layer.

[0048] According to certain preferred embodiments of the present application, in the above-mentioned second embodiment, the rubber portion, the fiber mat layer, the first aluminum alloy layer, the first rubber layer, the second aluminum alloy layer and the second rubber layer are bonded together in sequence by a pressure sensitive adhesive layer.

[0049] The material of the pressure-sensitive adhesive layer that can be used in the present application is not particularly limited, and it can be a commercially available pressure-sensitive adhesive product commonly used in shock absorption applications. Preferably, the pressure-sensitive adhesive layer is a rubber type pressure-sensitive adhesive layer, a resin type pressure-sensitive adhesive layer, an acrylate type pressure-sensitive adhesive layer, or a silicone pressure-sensitive adhesive layer.

[0050] Preferably, the pressure-sensitive adhesive layer is a rubber type pressure-sensitive adhesive layer, a resin type pressure-sensitive adhesive layer, an acrylate type pressure-sensitive adhesive layer, or a silicone pressure-sensitive adhesive layer. Preferably, the thickness of the pressure-sensitive adhesive layer is in the range of 10 μm to 200 μm, preferably 50 μm to 150 μm.

[0051] According to certain preferred embodiments of the present application, the thickness of the second aluminum alloy layer is in the range of 2 mm to 1 cm, preferably 5 mm to 1 cm.

[0052] Preferably, the thickness of the second rubber layer is in the range of 3 mm to 1 cm, preferably 5 mm to 1 cm.

[0053] The material of the rubber of the second rubber layer that can be used in the present application is not particularly limited, and it can be a commercially available rubber product commonly used in shock absorption applications. Preferably, the second rubber layer is a silicone rubber layer, a nitrile rubber layer, or a chlorobutyl rubber layer.

[0054] Each material used in the present application is commercially available or prepared according to known conventional methods.

[0055] According to another aspect of the present application, there is provided a rail vehicle electrical cabinet having the shock absorber described above. Specifically, the rail vehicle electrical cabinet includes, but is not limited to, a traction electrical cabinet, a control electrical cabinet, and an auxiliary electrical cabinet, etc. The traction electrical cabinet is mainly used for controlling the traction power system of the train, and integrates a large number of electrical elements related to traction motor control and power conversion inside, such as frequency converters, contactors, etc. It has a high requirement for shock absorption to ensure stable operation of the traction system and avoid power transmission failure or component damage caused by vibration. The control electrical cabinet contains various control units of the train, such as signal processing modules, logic control circuits, etc. These precise control elements are extremely sensitive to vibration, and the shock absorption design is related to the accurate issuance and execution of the train operation instructions. Even a small vibration can cause signal distortion or control malfunction. The auxiliary electrical cabinet is responsible for managing the auxiliary power supply system of the train, including inverter, charger, and other equipment, to ensure the power supply of auxiliary equipment such as lighting and air conditioning inside the train. The shock absorption performance of the auxiliary electrical cabinet affects the normal work of the auxiliary equipment, and thus relates to the comfort of passengers and the quality of the environment inside the train.

[0056] Preferably, the damping piece is attached to the vertical intersection of two adjacent cabinet walls inside the electrical cabinet of the rail vehicle. By attaching the damping piece with the multi-material laminated structure according to the utility model to the vertical intersection of two adjacent cabinet walls inside the electrical cabinet of the rail vehicle, the resonance of the cabinet structure can be reduced, the path of vibration propagation from one part of the cabinet to another part can be effectively blocked, in addition, the structure noise caused by vibration can be reduced, the acoustic environment inside the vehicle can be improved, and the ride comfort can be improved.

[0057] Various exemplary embodiments of the utility model are further illustrated by the following list of embodiments, which should not be interpreted as unduly limiting the utility model:

[0058] Specific embodiment 1 is a damping piece, the shape of the damping piece is a triangular prism, the triangular prism has upper and lower surfaces parallel to each other and three parallel edges extending between the upper and lower surfaces, wherein the cross section of the triangular prism perpendicular to the three edges is an isosceles right triangle, characterized in that, in the vertical direction from the right angle of the isosceles right triangle to the opposite side of the right angle, the damping piece comprises in turn:

[0059] A rubber part;

[0060] A fiber mat layer;

[0061] A first aluminum alloy layer; and

[0062] A first rubber layer.

[0063] Specific embodiment 2 is the damping piece according to specific embodiment 1, characterized in that, in the vertical direction from the right angle of the isosceles right triangle to the opposite side of the right angle, the damping piece comprises in turn:

[0064] A rubber part;

[0065] A fiber mat layer;

[0066] A first aluminum alloy layer;

[0067] A first rubber layer;

[0068] A second aluminum alloy layer; and

[0069] A second rubber layer.

[0070] Specific embodiment 3 is the damping piece according to specific embodiment 1 or 2, characterized in that, the rubber part has a right angle top.

[0071] Specific implementation 4 is the shock-absorbing piece according to specific implementation 3, characterized in that, in the cross section of the rubber part, the distance from the right-angle top to the side vertical to the right-angle top is in the range of 3 mm to 10 mm.

[0072] Specific implementation 5 is the shock-absorbing piece according to specific implementation 1 or 2, characterized in that, the rubber part is a layer of silicone rubber, a layer of nitrile rubber, or a layer of chloroprene rubber.

[0073] Specific implementation 6 is the shock-absorbing piece according to specific implementation 1 or 2, characterized in that, the grammage of the fiber mat layer is in the range of 100 g / m 2 to 1000 g / m 2 .

[0074] Specific implementation 7 is the shock-absorbing piece according to specific implementation 1 or 2, characterized in that, the thickness of the fiber mat layer is in the range of 5 mm to 2 cm.

[0075] Specific implementation 8 is the shock-absorbing piece according to specific implementation 1 or 2, characterized in that, the fiber mat layer is a polyester fiber mat layer or a glass fiber mat layer.

[0076] Specific implementation 9 is the shock-absorbing piece according to specific implementation 1 or 2, characterized in that, the thickness of the first aluminum alloy layer is in the range of 2 mm to 1 cm.

[0077] Specific implementation 10 is the shock-absorbing piece according to specific implementation 1 or 2, characterized in that, the thickness of the first rubber layer is in the range of 3 mm to 1 cm.

[0078] Specific implementation 11 is the shock-absorbing piece according to specific implementation 1 or 2, characterized in that, the first rubber layer is a layer of silicone rubber, a layer of nitrile rubber, or a layer of chloroprene rubber.

[0079] Specific implementation 12 is the shock-absorbing piece according to specific implementation 1, characterized in that, the rubber part, the fiber mat layer, the first aluminum alloy layer, and the first rubber layer are sequentially bonded together through a pressure-sensitive adhesive layer.

[0080] Specific implementation 13 is the shock-absorbing piece according to specific implementation 2, characterized in that, the rubber part, the fiber mat layer, the first aluminum alloy layer, the first rubber layer, the second aluminum alloy layer, and the second rubber layer are sequentially bonded together through a pressure-sensitive adhesive layer.

[0081] Specific implementation 14 is the shock-absorbing piece according to specific implementation 12 or 13, characterized in that, the thickness of the pressure-sensitive adhesive layer is in the range of 10 μm to 200 μm.

[0082] Specific embodiment 15 is the damping piece according to specific embodiment 12 or 13, characterized in that the pressure-sensitive adhesive layer is a rubber type pressure-sensitive adhesive layer, a resin type pressure-sensitive adhesive layer, an acrylate type pressure-sensitive adhesive layer or a silicone pressure-sensitive adhesive layer.

[0083] Specific embodiment 16 is the damping piece according to specific embodiment 2, characterized in that the thickness of the second aluminum alloy layer is in the range of 2mm to 1cm.

[0084] Specific embodiment 17 is the damping piece according to specific embodiment 2, characterized in that the thickness of the second rubber layer is in the range of 3mm to 1cm.

[0085] Specific embodiment 18 is the damping piece according to specific embodiment 2, characterized in that the second rubber layer is a silicone rubber layer, a nitrile rubber layer or a chloroprene rubber layer.

[0086] Specific embodiment 19 is a rail vehicle electrical cabinet, characterized in that the rail vehicle electrical cabinet has the damping piece according to any one of the preceding specific embodiments 1-18.

[0087] Specific embodiment 20 is the rail vehicle electrical cabinet according to specific embodiment 19, characterized in that the damping piece is pasted at the vertical intersection of the two adjacent cabinet walls inside the rail vehicle electrical cabinet.

[0088] Compared with the damping piece in the prior art, the damping piece according to the utility model has the advantages that:

[0089] 1. Multi-layer structure design: the damping piece of the utility model adopts a multi-layer structure design, including the combination of rubber parts, fiber pad layers, aluminum alloy layers and rubber layers, etc. This laminated structure can provide better damping effect, especially in a wider frequency range (such as 0-500Hz) for effectively attenuating vibration;

[0090] 2. Adapt to different frequency vibrations: due to the combination of multiple materials, the damping piece of the utility model can adapt to vibrations of different frequencies, providing more extensive damping effect;

[0091] 3. Space and weight optimization: considering the space limitation and weight requirement of the rail vehicle, the damping piece of the utility model is designed compactly, which will not occupy too much space and will not increase the overall weight of the vehicle, which is beneficial to the energy-saving operation and axle load control of the vehicle;

[0092] 4. Targeted shock absorption protection: The shock-absorbing piece of the utility model can provide targeted shock absorption protection for different types of electrical equipment, especially for high-precision electronic components, which can provide more delicate shock absorption treatment to avoid interference with signal transmission and operating precision caused by micro-vibration;

[0093] 5. Structural stability: By pasting the shock-absorbing piece at the vertical intersection of the two adjacent cabinet walls inside the electrical cabinet, the resonance of the cabinet structure can be reduced, effectively blocking the path of vibration from one part of the cabinet to another;

[0094] 6. Structural noise reduction: The use of shock-absorbing pieces can also reduce structural noise caused by vibration, improve the acoustic environment inside the vehicle, and improve ride comfort;

[0095] 7. Application of pressure-sensitive adhesive: The layers of the shock-absorbing piece can be bonded together by a layer of pressure-sensitive adhesive, which can provide stable connection, and the pressure-sensitive adhesive layer itself also has a certain shock-absorbing effect;

[0096] 8. Lower production cost: The shock-absorbing piece of the utility model takes into account the production cost, aiming to provide a cost-effective solution.

[0097] 9. Improve overall performance and reliability: By reducing the vibration of the electrical cabinet during vehicle operation, the shock-absorbing piece of the utility model helps to improve the overall performance, safety and reliability of the rail vehicle.

[0098] Obviously, those skilled in the art can make various modifications and variations to the present disclosure without departing from the spirit and scope of the present disclosure. Thus, if these modifications and variations of the present disclosure fall within the scope of the utility model claims and their equivalents, the present disclosure also intends to include these modifications and variations.

Claims

1. A shock absorbing member which is in the shape of a triangular prism having an upper surface and a lower surface parallel to each other and three edges parallel to each other extending between the upper surface and the lower surface, wherein a cross section of the triangular prism perpendicular to the three edges is an isosceles right triangle, characterized in that, In a vertical direction from a right angle of the isosceles right triangle to a side opposite to the right angle, the shock-absorbing piece comprises, in sequence: a rubber part; a fiber mat layer; a first aluminum alloy layer; and a first rubber layer.

2. The shock absorbing member of claim 1, wherein In a vertical direction from a right angle of the isosceles right triangle to a side opposite to the right angle, the shock-absorbing piece comprises, in sequence: a rubber part; a fiber mat layer; a first aluminum alloy layer; a first rubber layer; a second aluminum alloy layer; and a second rubber layer.

3. The shock-absorbing piece according to claim 1 or 2, characterized in that: the rubber part has a right angle top, or the rubber part is a silicone rubber layer, a nitrile rubber layer or a neoprene rubber layer, or The fiber mat layer has a grammage in the range of 100 g / m 2 to 1000 g / m 2 or a thickness of the fiber mat layer is in a range of 5 mm to 2 cm, or the fiber mat layer is a polyester fiber mat layer or a glass fiber mat layer, or a thickness of the first aluminum alloy layer is in a range of 2 mm to 1 cm, or a thickness of the first rubber layer is in a range of 3 mm to 1 cm, or the first rubber layer is a silicone rubber layer, a nitrile rubber layer or a neoprene rubber layer.

4. The shock absorbing member of claim 3, wherein In a cross section of the rubber part, a distance from the right angle top to a side perpendicular to the right angle top is in a range of 3 mm to 10 mm.

5. The shock absorber member of claim 1, wherein The rubber part, the fiber mat layer, the first aluminum alloy layer and the first rubber layer are sequentially bonded together by a pressure-sensitive adhesive layer.

6. The shock absorber member of claim 2, wherein The rubber part, the fiber mat layer, the first aluminum alloy layer, the first rubber layer, the second aluminum alloy layer and the second rubber layer are sequentially bonded together by a pressure-sensitive adhesive layer.

7. The shock-absorbing piece according to claim 5 or 6, characterized in that: a thickness of the pressure-sensitive adhesive layer is in a range of 10 μm to 200 μm, or the pressure-sensitive adhesive layer is a rubber type pressure-sensitive adhesive layer, a resin type pressure-sensitive adhesive layer, an acrylate type pressure-sensitive adhesive layer or a silicone pressure-sensitive adhesive layer.

8. The shock-absorbing piece according to claim 2, characterized in that: a thickness of the second aluminum alloy layer is in a range of 2 mm to 1 cm, or a thickness of the second rubber layer is in a range of 3 mm to 1 cm, or the second rubber layer is a silicone rubber layer, a nitrile rubber layer or a neoprene rubber layer.

9. A rail vehicle electrical cabinet, characterized in that The rail vehicle electrical cabinet has the shock-absorbing piece according to any one of the preceding claims 1-8.

10. The rail vehicle electrical cabinet of claim 9, wherein, The shock-absorbing piece is pasted at a vertical intersection of two adjacent cabinet walls inside the rail vehicle electrical cabinet.

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