Shock absorber base structure of railway vehicle

Abstract

The utility model discloses a shock absorber base structure of a railway vehicle, which relates to the technical field of shock absorbers and comprises a bottom supporting seat, a top supporting seat vertically arranged above the bottom supporting seat, a first shock absorption component arranged between the top supporting seat and the bottom supporting seat 1, a pressure bearing plate arranged above the top supporting seat and a pressure plate vertically arranged above the pressure bearing plate. At least one second damping assembly is arranged between the pressure plate and the bearing plate. According to the design, the combination of the bottom supporting base and the top supporting base serves as a first supporting component, the primary damping function is achieved under airtight and spring compression double decompression of the first damping assembly, meanwhile, the combination of the bearing plate and the pressure plate serves as a second supporting component, and the secondary damping function is achieved under spring compression of the second damping assembly; and the split type damping of the second damping assembly and the central damping of the first damping assembly are combined, so that the stress is more uniform, the damping stress transmission is more comprehensive, and the overall damping effect is better.

Description

Technical Field

[0001] This utility model relates to the field of shock absorbers, and in particular to a shock absorber base structure for rail vehicles. Background Technology

[0002] Shock absorbers are widely used in various vehicles due to their noise reduction, vibration reduction, and damping properties. They not only improve the safety of vehicle operation but also reduce maintenance costs. Especially for rail vehicles such as high-speed trains and regular trains, shock absorbers are usually installed at the bottom of the train because the train will vibrate and bump during turns. As shown in the high-speed rail shock absorber base disclosed on the China Patent Network (publication announcement number CN215706336U), this type of shock absorber base can achieve quick assembly and disassembly of the shock absorber and the base through the set locking components.

[0003] However, the aforementioned disclosed patents and existing market-used train shock absorber bases still have some shortcomings: existing shock absorber bases typically only possess a single shock absorption function, resulting in limited shock absorption effectiveness. Therefore, those skilled in the art have provided a shock absorber base structure for rail vehicles to address the problems mentioned in the background section. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model provides a shock absorber base structure for rail vehicles, which solves the problem mentioned in the background art that the shock absorber bases for existing rail vehicles have a relatively simple and limited shock absorption effect.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a shock absorber base structure for a rail vehicle, comprising: a bottom support; a top support, vertically disposed above the bottom support, wherein a first shock absorber assembly is provided between the top support and the bottom support; a pressure plate, disposed above the top support; and a pressure plate, vertically disposed above the pressure plate, wherein at least one set of second shock absorber assemblies is provided between the pressure plate and the pressure plate.

[0006] As a further technical solution of this utility model: the first shock absorption component includes a first shock absorption spring disposed between the bottom support and the top support, and an airtight sleeve disposed between the bottom support and the top support along the compression direction of the first shock absorption spring.

[0007] As a further technical solution of this utility model: the airtight sleeve is fitted on the outside of the first shock-absorbing spring, and the airtight sleeve is made of natural rubber material.

[0008] As a further technical solution of this utility model: the second shock absorption component is provided in two sets, and the two sets of the second shock absorption components are symmetrically arranged at both ends of the gap between the pressure plate and the pressure plate.

[0009] As a further technical solution of this utility model: the second shock absorption component includes compression guide rods arranged in pairs between the pressure plate and the pressure plate, the outer ring of the compression guide rods is fitted with a second shock absorption spring directly opposite the pressure plate and the pressure plate, and the outer ring of the second shock absorption spring is fitted with a compression sleeve connected to the pressure plate and the pressure plate.

[0010] As a further technical solution of this utility model: the compression guide rod is fixedly connected to the pressure plate, and the compression guide rod is slidably connected to the pressure plate.

[0011] As a further technical solution of this utility model: the compression sleeve is a corrugated pipe structure, and the compression sleeve is made of natural rubber material.

[0012] As a further technical solution of this utility model: the middle part of the support of the bottom support is provided with a pressure guide rod that passes through the top support and extends out of the pressure plate. The pressure guide rod has a multi-faceted structure and is slidably connected to the top support and the pressure plate.

[0013] As a further technical solution of this utility model: a flange seat is provided in the middle of the support plate of the pressure plate.

[0014] This utility model provides a shock absorber base structure for rail vehicles, which has the following advantages compared with the prior art:

[0015] 1. The rail vehicle shock absorber base designed in this paper is based on a combination of a bottom support and a top support as the first support component. Under the dual pressure reduction of air tightness and spring compression of the first shock absorber component, it plays a primary shock absorption function. At the same time, based on a combination of a bearing plate and a pressure plate as the second support component, it plays a secondary shock absorption function under the spring compression of the second shock absorber component. Furthermore, the combination of the split shock absorber of the second shock absorber component and the central shock absorber of the first shock absorber component results in more uniform pressure distribution, more comprehensive shock absorption force transmission, and better overall shock absorption effect.

[0016] 2. The rail vehicle shock absorber base of this design has good isolation and protection characteristics by using the airtight sleeve on the first shock absorber component to seal the first shock absorber spring, and the compression sleeve on the second shock absorber component to seal the second shock absorber spring. It can prevent foreign objects such as sand and gravel from getting stuck between the springs and improve its safe use performance. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of a shock absorber base for a rail vehicle.

[0018] Figure 2 This is a schematic diagram of the assembly of the first shock absorber component in the shock absorber base structure of a rail vehicle.

[0019] Figure 3This is a schematic diagram of the first shock absorber component in the shock absorber base structure of a rail vehicle.

[0020] Figure 4 This is a schematic diagram of the second shock absorber component in the shock absorber base structure of a rail vehicle.

[0021] In the diagram: 1. Bottom support; 2. First damping assembly; 21. First damping spring; 22. Airtight sleeve; 3. Top support; 4. Pressure plate; 5. Second damping assembly; 51. Compression guide rod; 52. Second damping spring; 53. Compression sleeve; 6. Pressure plate; 7. Flange seat; 8. Pressure guide rod. Detailed Implementation

[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the protection scope of the present utility model. Example

[0023] Please see Figure 1-4 This utility model provides a technical solution for a shock absorber base structure for rail vehicles: A shock absorber base structure for rail vehicles includes a bottom support 1, a top support 3 vertically disposed above the bottom support 1, a first shock absorber component 2 between the top support 3 and the bottom support 1, a pressure plate 4 disposed above the top support 3, a pressure plate 6 vertically disposed above the pressure plate 4, and at least one set of second shock absorber components 5 between the pressure plate 6 and the pressure plate 4. By setting the first shock absorber component 2 between the bottom support 1 and the top support 3, it provides a primary shock absorber function in the form of central pressure bearing. By setting the second shock absorber component 5 between the pressure plate 6 and the pressure plate 4, it provides a secondary shock absorber function in the form of split pressure bearing at both ends. The pressure is more uniform, the shock absorber force transmission is more comprehensive, and the overall shock absorber effect is better. Specifically:

[0024] The first damping component 2 includes a first damping spring 21 disposed between the bottom support 1 and the top support 3, and an airtight sleeve 22 disposed between the bottom support 1 and the top support 3 along the compression direction of the first damping spring 21. By setting the first damping component 2 as a combination of the first damping spring 21 and the airtight sleeve 22, the elastic compression of the first damping spring 21 plays a role in elastic damping, and the compression deformation of the airtight sleeve 22 plays a role in air pressure damping.

[0025] Furthermore, two sets of second damping components 5 are provided, symmetrically arranged at both ends of the gap between the pressure plate 4 and the pressure plate 6. Each second damping component 5 includes a compression guide rod 51 arranged in pairs between the pressure plate 4 and the pressure plate 6. The outer side of the compression guide rod 51 is fitted with a second damping spring 52 directly opposite the gap between the pressure plate 4 and the pressure plate 6. By setting the second damping component 5 as a combination of compression guide rod 51 and second damping spring 52, the lifting and lowering guidance of the compression guide rod 51 and the elastic compression of the second damping spring 52 are used to achieve elastic damping. Moreover, by setting the second damping component 5 in two symmetrical sets centered on the first damping component 2, it has a split-type pressure damping state, the force transmission is more uniform, and the pressure is concentrated and transmitted to the first damping component 2, achieving a state of pressure damping at both ends and pressure damping at the center.

[0026] It should be noted that the compression guide rod 51 is fixedly connected to the pressure plate 6 and slidably connected to the bearing plate 4. The compression guide rod 51 plays a role in guiding the force, so that the pressure plate 6 is compressed towards the bearing plate 4 when it is under pressure, which improves the compression deformation stability of the second shock absorber spring 52.

[0027] In addition, the bottom support 1 has a pressure guide rod 8 that passes through the top support 3 and extends out of the pressure plate 4 in the middle of the support. The pressure guide rod 8 has a multi-faceted structure and is slidably connected to the top support 3 and the pressure plate 4. By setting the pressure guide rod 8, when the pressure plate 4 is under pressure, the pressure is transmitted to the top support 3, which drives the combination of the pressure plate 4 and the top support 3 to move up and down along the pressure guide rod 8, so as to improve the braking stability of the shock absorption pressure. Example

[0028] Please see Figure 3-4 This embodiment further explains Example 1. The airtight sleeve 22 is wrapped around the outside of the first shock-absorbing spring 21, and the airtight sleeve 22 is made of natural rubber. By setting the airtight sleeve 22 on the outside of the first shock-absorbing spring 21, it can not only play the role of air pressure shock absorption, but also play the role of protection, preventing external sand and gravel from getting stuck inside the spring.

[0029] As a further embodiment of this invention, the outer ring of the second damping spring 52 is fitted with a compression sleeve 53 connected to the pressure plate 4 and the pressure plate 6. The compression sleeve 53 has a bellows structure and is made of natural rubber. By setting the compression sleeve 53 on the outside of the second damping spring 52, it can play a daily protective role by following the elastic compression deformation of the second damping spring 52. This protects the second damping spring 52 and prevents external sand and gravel from getting stuck inside the spring, thus improving its safety and usability.

[0030] The above description is merely a preferred embodiment of this utility model. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this utility model, and these improvements and modifications should also be considered within the scope of protection of this utility model. Structures, devices, and operating methods not specifically described or explained in this utility model are implemented according to conventional methods in the art, unless otherwise specified or limited.

Claims

1. A shock absorber base structure for a rail vehicle, characterized in that, include: Bottom support (1); The top support (3) is vertically disposed above the bottom support (1), and a first shock-absorbing component (2) is provided between the top support (3) and the bottom support (1). The pressure plate (4) is located above the top support (3); A pressure plate (6) is vertically disposed above a bearing plate (4), and there is at least one set of second shock-absorbing components (5) between the pressure plate (6) and the bearing plate (4).

2. The shock absorber base structure for a rail vehicle according to claim 1, characterized in that, The first shock absorber assembly (2) includes a first shock absorber spring (21) disposed between the bottom support (1) and the top support (3) and an airtight sleeve (22) disposed between the bottom support (1) and the top support (3) along the compression direction of the first shock absorber spring (21).

3. The shock absorber base structure for a rail vehicle according to claim 2, characterized in that, The airtight sleeve (22) is looped around the outside of the first shock-absorbing spring (21), and the airtight sleeve (22) is made of natural rubber.

4. The shock absorber base structure for a rail vehicle according to claim 1, characterized in that, The second shock absorber (5) is provided in two sets, and the two sets of the second shock absorber (5) are symmetrically arranged at both ends of the gap between the bearing plate (4) and the pressure plate (6).

5. The shock absorber base structure for a rail vehicle according to claim 4, characterized in that, The second damping assembly (5) includes a compression guide rod (51) arranged in pairs between the pressure plate (4) and the pressure plate (6). The outer side of the compression guide rod (51) is fitted with a second damping spring (52) directly opposite the pressure plate (4) and the pressure plate (6). The outer side of the second damping spring (52) is fitted with a compression sleeve (53) connected to the pressure plate (4) and the pressure plate (6).

6. The shock absorber base structure for a rail vehicle according to claim 5, characterized in that, The compression guide rod (51) is fixedly connected to the pressure plate (6), and the compression guide rod (51) is slidably connected to the pressure plate (4).

7. The shock absorber base structure for a rail vehicle according to claim 5, characterized in that, The compression sleeve (53) has a corrugated structure and is made of natural rubber.

8. The shock absorber base structure for a rail vehicle according to claim 1, characterized in that, The bottom support (1) has a pressure guide rod (8) that passes through the top support (3) and extends out of the pressure plate (4) in the middle of the support. The pressure guide rod (8) has a multi-faceted structure and is slidably connected to the top support (3) and the pressure plate (4).

9. The shock absorber base structure for a rail vehicle according to claim 1, characterized in that, The pressure plate (6) has a flange seat (7) in the middle of the support plate.

Images