Spring damping structure for lower clamping plate of motor train unit

Abstract

The utility model discloses a motor train unit lower clamping plate spring damping structure in the technical field of damping structures, which comprises a lower clamping plate, the upper part of the lower clamping plate is fixedly connected with a metal jacket, the center of the lower clamping plate is fixedly connected with a mounting cylinder, and a buffer rubber pad is connected between the mounting cylinder and the metal jacket. The outer side of the metal outer sleeve is sleeved with a spring, the lower portion of the lower clamping plate is connected with a clamping plate sleeve, and the outer side of the clamping plate sleeve is sleeved with a rubber buffering sleeve. By arranging the composite buffering ring of a multi-layer structure, the multi-layer energy absorption and dispersion functions are achieved, the composite buffering ring is arranged between the rubber buffering sleeve and the lower clamping plate and provides the transverse buffering capacity during turning, meanwhile, the composite buffering ring, the rubber buffering sleeve, the buffering rubber pile and other components jointly form a complete damping system, and the damping effect is good. And the longitudinal buffering capacity and the stability of the axle box spring are further enhanced.

Description

Technical Field

[0001] This utility model relates to the field of shock absorption structure technology, and in particular to a shock absorption structure for the lower clamping spring of a high-speed train. Background Technology

[0002] As a component of the bogie, the axle box is mounted on the journals at both ends of the axle. Its position and range of motion on the bogie are typically defined by an axle box positioning device. Existing axle box positioning devices mainly include an axle box spring, a guide post, and upper and lower axle box spring clamps fixed to the upper and lower ends of the guide post, respectively. The axle box spring is arranged around the guide post and clamped between the upper and lower axle box spring clamps.

[0003] Currently, domestic high-speed train models all use metal round steel springs as axle box springs. However, the metal round steel springs used alone have insufficient longitudinal buffering performance and weak lateral buffering capacity when turning. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model provides a lower clamping plate spring damping structure for EMU trains, including a lower clamping plate. A metal outer sleeve is fixedly connected to the upper part of the lower clamping plate, and an installation cylinder is fixedly connected to the center of the lower clamping plate. A buffer rubber stack is connected between the installation cylinder and the metal outer sleeve. A spring is sleeved on the outer side of the metal outer sleeve. A clamping plate sleeve is connected to the lower part of the lower clamping plate, and a rubber buffer sleeve is sleeved on the outer side of the clamping plate sleeve. A composite buffer ring is provided inside the rubber buffer sleeve, and a cavity is provided inside the composite buffer ring. A positioning groove is provided at the lower part of the rubber buffer sleeve.

[0005] The lower part of the mounting cylinder is connected to a bolt by a thread, and the interior of the mounting cylinder is provided with a guide groove.

[0006] Limiting blocks are fixedly connected to the upper and lower parts of the buffer rubber stack, and the limiting blocks are fixedly connected to the inner wall of the metal jacket.

[0007] The rubber buffer sleeve is provided with a cylindrical body, which is bonded to the clamp sleeve.

[0008] The upper part of the rubber buffer sleeve is fixedly connected to a first step portion, which is bonded to the composite buffer ring. The outer side of the metal outer sleeve is provided with a second step portion.

[0009] The composite buffer ring includes a first rubber layer, a latex layer fixedly connected to the lower part of the first rubber layer, and a second rubber layer fixedly connected to the lower part of the latex layer.

[0010] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0011] By setting up a multi-layered composite buffer ring, multi-level energy absorption and dispersion functions are achieved. The composite buffer ring, placed between the rubber buffer sleeve and the lower clamping plate, provides lateral buffering capacity when turning.

[0012] Meanwhile, the composite buffer ring, together with other components such as the rubber buffer sleeve and the buffer rubber stack, constitutes a complete shock absorption system, further enhancing the longitudinal buffering capacity and stability of the axle box spring.

[0013] The first rubber layer, as the outermost layer of the composite buffer ring, is in direct contact with the external environment. Its material properties allow it to withstand significant compressive loads and respond quickly to impacts, providing initial cushioning. This layer effectively absorbs high-frequency vibration energy, reducing high-frequency noise and vibration transmission caused by uneven tracks or high-speed operation. The latex layer, located between the first and second rubber layers, possesses high elasticity and flexibility. This material effectively absorbs mid-frequency vibration energy and quickly returns to its original shape after significant deformation, avoiding the fatigue failure problems associated with traditional single rubber layers over long-term use. The latex layer also disperses energy, evenly distributing the impact force across the upper and lower rubber layers, thus reducing localized stress concentration. The low-rigidity design of the second rubber layer not only improves the vehicle's stability at low speeds but also reduces the impact of low-frequency vibrations on passenger comfort, providing a more optimized riding experience for the high-speed train. Attached Figure Description

[0014] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0015] Figure 1 This is a first-view structural schematic diagram of the present invention.

[0016] Figure 2 This is a schematic diagram of the second-view structure of this utility model.

[0017] Figure 3 This is a schematic diagram of the upper structure of the explosion structure in this utility model.

[0018] Figure 4 This is a schematic diagram of the lower part of the explosive structure in this utility model.

[0019] Figure 5 This is a schematic diagram of the internal cross-sectional structure of this utility model.

[0020] Figure 6This is a schematic diagram of the composite buffer ring structure in this utility model.

[0021] In the diagram: 1. Spring; 2. Lower clamping plate; 3. Rubber buffer sleeve; 31. First step; 32. Cylinder body; 33. Positioning groove; 4. Clamping plate sleeve; 5. Limiting block; 6. Bolt; 7. Buffer rubber stack; 8. Metal outer sleeve; 81. Second step; 9. Composite buffer ring; 91. Cavity; 92. First rubber layer; 93. Second rubber layer; 94. Latex layer; 10. Mounting cylinder; 11. Guide groove. 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. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0023] like Figure 1-6 The diagram shows a lower clamping plate spring damping structure for a high-speed train, comprising a lower clamping plate 2, a metal outer sleeve 8 fixedly connected to the upper part of the lower clamping plate 2, an mounting cylinder 10 fixedly connected to the center of the lower clamping plate 2, a buffer rubber stack 7 connected between the mounting cylinder 10 and the metal outer sleeve 8, and a spring 1 sleeved on the outside of the metal outer sleeve 8. The buffer rubber stack 7 and the spring 1 work together to absorb most of the vibration. This double damping structure improves the longitudinal buffering performance compared with a metal round steel spring used alone.

[0024] The lower part of the lower clamping plate 2 is connected to the clamping plate sleeve 4. A rubber buffer sleeve 3 is fitted on the outside of the clamping plate sleeve 4. The rubber buffer sleeve 3 has a composite buffer ring 9 inside, and the composite buffer ring 9 has a cavity 91 inside. A positioning groove 33 is opened at the lower part of the rubber buffer sleeve 3. The composite buffer ring 9 is placed between the rubber buffer sleeve 3 and the lower clamping plate 2 to provide lateral buffering capacity when turning.

[0025] The lower part of the mounting cylinder 10 is connected to a bolt 6 by a thread. The interior of the mounting cylinder 10 is provided with a guide groove 11 for connecting with the guide rod on the upper clamp plate (not shown in the figure).

[0026] Limiting blocks 5 are fixedly connected to the upper and lower parts of the buffer rubber stack 7, and the limiting blocks 5 are fixedly connected to the inner wall of the metal jacket 8.

[0027] The rubber buffer sleeve 3 is provided with a cylindrical body 32, which is bonded to the clamp sleeve 4.

[0028] The upper part of the rubber buffer sleeve 3 is fixedly connected to a first step 31, which is bonded to the composite buffer ring 9. The outer side of the metal outer sleeve 8 is provided with a second step 81.

[0029] The composite buffer ring 9 includes a first rubber layer 92, a latex layer 94 fixedly connected to the lower part of the first rubber layer 92, and a second rubber layer 93 fixedly connected to the lower part of the latex layer 94.

[0030] Working principle: Through the design of multi-layer composite materials and reasonable component layout, efficient energy absorption and dispersion functions are achieved.

[0031] The composite buffer ring 9 consists of a first rubber layer 92, a latex layer 94, and a second rubber layer 93. When the vehicle is running, the first rubber layer 92 acts as the first line of defense against external forces, quickly responding to and absorbing high-frequency vibrations, reducing the transmission of high-frequency noise and vibration.

[0032] Next, the latex layer 94 absorbs mid-frequency vibrations and distributes impact forces evenly by utilizing its high elasticity and flexibility, preventing local stress concentration and improving overall durability.

[0033] Finally, the second rubber layer 93 further absorbs low-frequency vibrations, and together with the internal cavity 91, it forms an air damping effect, effectively alleviating low-frequency shaking.

[0034] The composite buffer ring 9 is positioned between the rubber buffer sleeve 3 and the lower clamping plate 2, effectively providing lateral buffering during train turns. Specifically, when the train passes through a curve, centrifugal force acts on the bogie, generating lateral pressure. The composite buffer ring 9 absorbs and disperses this lateral force through its unique elastic properties, reducing the risk of vehicle roll and improving driving safety.

[0035] The buffer rubber stack 7 connects the mounting cylinder 10 and the metal jacket 8, and is fixed to the inner wall of the metal jacket 8 by the limiting block 5, ensuring the stability and reliability of the entire system. During straight-line travel or acceleration and deceleration, the buffer rubber stack 7 effectively enhances the longitudinal buffering capacity of the axle box spring 1 and reduces the feeling of vertical bumps.

[0036] Spring 1 is arranged around the outside of metal jacket 8, which further enhances the system's absorption effect on vertical vibration.

[0037] The cylindrical part 32 of the rubber buffer sleeve 3 is bonded to the clamp sleeve 4, and the first step part 31 is bonded to the composite buffer ring 9, forming a complete shock absorption system, which improves the overall stability and shock absorption performance.

[0038] The mounting cylinder 10 has a guide groove 11 inside, which provides a safe wiring space for electrical circuits and avoids the risk of damage to external circuits due to vibration. Combined with the effect of the composite buffer ring 9 and other shock-absorbing components, it not only optimizes the mechanical shock absorption performance, but also ensures the normal operation of the electrical system and ensures the stability of signal transmission.

[0039] The above description of the embodiments is only for the purpose of helping to understand the method and core idea of ​​this utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made to this utility model without departing from the principle of this utility model, and these improvements and modifications also fall within the protection scope of the claims of this utility model.

Claims

1. A spring damping structure for the lower clamping plate of a high-speed train, comprising a lower clamping plate (2), characterized in that: The upper part of the lower clamping plate (2) is fixedly connected to a metal jacket (8), and the center of the lower clamping plate (2) is fixedly connected to an installation cylinder (10). A buffer rubber stack (7) is connected between the installation cylinder (10) and the metal jacket (8). A spring (1) is sleeved on the outside of the metal jacket (8). The lower part of the lower clamping plate (2) is connected to a clamping plate sleeve (4). A rubber buffer sleeve (3) is sleeved on the outside of the clamping plate sleeve (4). A composite buffer ring (9) is provided inside the rubber buffer sleeve (3). A cavity (91) is provided inside the composite buffer ring (9). A positioning groove (33) is provided at the lower part of the rubber buffer sleeve (3).

2. The vibration damping structure of the lower clamping plate spring of a moving train set according to claim 1, characterized in that: The lower part of the mounting cylinder (10) is connected to a bolt (6) by a thread, and the interior of the mounting cylinder (10) is provided with a guide groove (11).

3. The lower clamping plate spring damping structure of a moving train set according to claim 1, characterized in that: Limiting blocks (5) are fixedly connected to the upper and lower parts of the buffer rubber stack (7), and the limiting blocks (5) are fixedly connected to the inner wall of the metal jacket (8).

4. The shock-absorbing structure of the lower clamping plate spring of a moving train set according to claim 1, characterized in that: The rubber buffer sleeve (3) is provided with a cylindrical body (32), which is bonded to the clamp sleeve (4).

5. The lower clamping plate spring damping structure of a moving train set according to claim 1, characterized in that: The upper part of the rubber buffer sleeve (3) is fixedly connected to a first step (31), the first step (31) is bonded to the composite buffer ring (9), and the outer side of the metal outer sleeve (8) is provided with a second step (81).

6. The shock-absorbing structure of the lower clamping plate spring of a moving train set according to claim 1, characterized in that: The composite buffer ring (9) includes a first rubber layer (92), a latex layer (94) is fixedly connected to the lower part of the first rubber layer (92), and a second rubber layer (93) is fixedly connected to the lower part of the latex layer (94).

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