Rail transit rubber windshield self-adaptive shockproof structure

Abstract

The utility model discloses a rail transit rubber windshield self-adaptive shock absorption structure which comprises a rubber windshield body, a connecting mechanism is connected between the rubber windshield body and the rear end of a vehicle, and a plurality of independent self-adaptive shock absorption units are arranged in the connecting mechanism. The self-adaptive damping unit comprises a vertical damping assembly, a transverse damping assembly and a pressure adjusting assembly. The vertical damping assembly comprises a vertical air spring and a vertical damping damper. The transverse shock absorption assembly comprises a transverse air spring and a transverse shock absorption damper; the pressure regulating assembly comprises an airtight pipe. By arranging the self-adaptive damping unit, the damping strength can be flexibly adjusted according to the actual vibration condition, the damping efficiency of the rubber windshield is improved, the problems of fatigue damage, cracks and the like caused by excessive vibration of the rubber windshield are reduced, the service life of the rubber windshield is prolonged, train vibration can be effectively prevented from being transmitted into a compartment, and the service life of the rubber windshield is prolonged. And a more stable and comfortable riding environment is provided for passengers.

Description

TECHNICAL FIELD

[0001] The utility model relates to rubber windscreen technical field, concretely is a rail transit rubber windscreen self -adaptation shock -proof structure. BACKGROUND

[0002] In rail transit vehicles, rubber windscreen is an important part connecting adjacent vehicles, which not only ensures the sealing between vehicles to prevent sand, rainwater and other into the car interior, but also adapts to various motion states of vehicles in the running process, such as curve driving, acceleration and deceleration.

[0003] However, the existing rubber windscreen has some deficiencies in shock absorption, the vibration frequency and amplitude generated by the train under different road conditions are variable, the shock absorption structure of the traditional rubber windscreen is usually designed according to fixed parameters, which is difficult to adapt to various complex vibration conditions, which may cause the wear of the windscreen to be aggravated, the service life to be shortened, and the comfort and safety of train operation to be affected.

[0004] Therefore, a rail transit rubber windscreen self-adaptive shock absorption structure is needed to solve the above problems. UTILITY MODEL CONTENTS

[0005] The utility model aims at providing a rail transit rubber windscreen self-adaptive shock absorption structure to solve the problems raised in the background.

[0006] To achieve the above object, the utility model provides the following technical scheme: a rail transit rubber windscreen self-adaptive shock absorption structure, comprising a rubber windscreen body, a connecting mechanism connected between the rubber windscreen body and the rear end of the vehicle, a plurality of independent self-adaptive damping units arranged in the connecting mechanism, the self-adaptive damping unit comprising: a vertical damping assembly, a horizontal damping assembly, a pressure regulating assembly, the vertical damping assembly comprising a vertical air spring and a vertical damping damper;

[0007] The horizontal damping assembly comprises a horizontal air spring and a horizontal damping damper.

[0008] The pressure regulating assembly comprises an airtight tube, a pressure regulating plate slidably connected in the airtight tube, an extension push rod connected to the side end of the airtight tube, and a connecting plate connected between the vertical damping assembly and the horizontal damping assembly.

[0009] Preferably, the rubber windscreen body adopts a multilayer rubber composite structure, the outer layer is a wear-resistant rubber layer, the middle layer is a damping rubber layer, and the inner layer is a sealing rubber layer.

[0010] Preferably, the connecting mechanism comprises a metal connecting frame and a flexible connecting part, and the side end of the metal connecting frame is connected with the vehicle.

[0011] Preferably, one end of the flexible connecting part is connected with the metal connecting frame, and the other end is connected with the rubber windscreen body, a groove is formed in the flexible connecting part, and the adaptive shock absorbing unit is located in the groove.

[0012] Preferably, the adaptive shock absorbing unit comprises a fixed plate connected at the lower end of the vertical shock absorbing damper, and the side end of the fixed plate is connected with the metal connecting frame, the connecting plate is an L-shaped metal plate connected with the upper end of the vertical air spring and the side end of the horizontal shock absorbing damper respectively, and the side end of the horizontal air spring is connected with the rubber windscreen body.

[0013] Preferably, the air-tight tube is connected with the vertical air spring and the horizontal air spring through the air guide tube respectively, the outer end of the pressure regulating plate is connected with a sealing rubber ring, the telescopic push rod is connected with the connecting plate, and the side end of the telescopic push rod is provided with a controller.

[0014] Preferably, the rubber windscreen body is provided with an acceleration sensor between the rubber windscreen body and the vehicle.

[0015] Compared with the prior art, the adaptive shock absorbing structure of the rubber windscreen of rail transit has the following beneficial effects:

[0016] 1. The adaptive shock absorbing structure of the rubber windscreen of rail transit can flexibly adjust the shock absorbing degree according to the actual vibration condition, can effectively cope with high-frequency small-amplitude vibration and low-frequency large-amplitude vibration, has reliable adaptive ability, improves the shock absorbing efficiency of the rubber windscreen, reduces fatigue damage, cracks and other problems caused by excessive vibration of the rubber windscreen, and prolongs the service life of the rubber windscreen.

[0017] 2. The adaptive shock absorbing structure of the rubber windscreen of rail transit can accurately resist vibrations of different amplitudes by adjusting the rigidity of the air spring according to the vibration condition detected by the acceleration sensor, and can quickly absorb vertical and longitudinal vibration energy by the vertical shock absorbing damper and the horizontal shock absorbing damper, so that the vibration is rapidly attenuated, and the train vibration can be effectively avoided from being transmitted to the interior of the carriage, thereby providing passengers with a more stable and comfortable riding environment. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 It is a whole structure schematic view of the utility model;

[0019] Figure 2 It is a rear end structure schematic view of the rubber windscreen body of the utility model;

[0020] Figure 3 It is an internal structure schematic view of the flexible connecting part of the utility model;

[0021] Figure 4The utility model discloses a self -adaptation damping unit structure schematic view.

[0022] Figure 5 The utility model discloses a self -adaptation damping unit section structure schematic view.

[0023] In the drawing: 1, rubber wind screen body, 2, self -adaptation damping unit, 201, vertical air spring, 202, vertical damping damper, 203, horizontal air spring, 204, horizontal damping damper, 205, airtight tube, 206, pressure regulating plate, 207, telescopic push rod, 208, connecting plate, 209, fixed plate, 3, metal connecting frame, 4, flexible connecting part, 5, acceleration sensor. Specific implementation

[0024] The utility model discloses an embodiment of the utility model will combine the drawing in the embodiment of the utility model, clear, complete technical scheme in the embodiment of the utility model in the embodiment of the utility model is described, obviously, the described embodiment only is a part embodiment of the utility model, instead of all the embodiment. Based on the embodiment in the utility model, all other embodiments that the ordinary skill in the art obtains without making creative labor belong to the range of protection of the utility model.

[0025] Please refer to Figures 1-5 The utility model provides a kind of rail transit rubber wind screen self -adaptation shockproof structure, including rubber wind screen body 1, rubber wind screen body 1 adopts multilayer rubber composite structure, outer layer is wear-resistant rubber layer, middle is shock-absorbing rubber layer, inner layer is sealing rubber layer, wear-resistant rubber layer can improve the wear resistance of wind screen in external environment, prevent wind screen from being damaged due to friction with external object, shock-absorbing rubber layer has good shock-absorbing performance, can absorb and buffer the vibration generated when train runs, sealing rubber layer ensures the sealing between car.

[0026] Rubber wind screen body 1 is connected with connecting mechanism between vehicle rear end, connecting mechanism includes metal connecting frame 3 and flexible connecting part 4, metal connecting frame 3 side end is connected with vehicle, flexible connecting part 4 one end is connected with metal connecting frame 3, other end is connected with rubber wind screen body 1, flexible connecting part 4 can adopt high-strength rubber belt, and it can buffer the vibration of vehicle to some extent that rubber wind screen body 1 is given, acceleration sensor 5 is provided between rubber wind screen body 1 and vehicle, the sensor is a kind of sensor for measuring object vibration acceleration, it obtains vibration information by measuring the acceleration change of object in vibration process, common acceleration sensor works based on piezoelectric effect, capacitance change or micro electro mechanical system (MEMS) etc. principle, it is widely used in automobile field, can detect the vibration of automobile engine, chassis etc. component, acceleration sensor 5 is located in flexible connecting part 4, and it is used for real-time monitoring the vibration acceleration that rubber wind screen body 1 is subjected to.

[0027] The connecting mechanism is provided with a plurality of independent adaptive damping units 2, a groove is formed in the flexible connecting component 4, and the adaptive damping unit 2 is located in the groove. The adaptive damping unit 2 comprises a vertical damping assembly, a horizontal damping assembly and a pressure regulating assembly. The vertical damping assembly is used for weakening the transmission of vertical kinetic energy. The horizontal damping assembly is used for reducing the transmission of horizontal kinetic energy. The pressure regulating assembly is used for adjusting the damping intensity of the adaptive damping unit 2.

[0028] The vertical damping assembly comprises a vertical air spring 201 and a vertical damping damper 202. The vertical air spring 201 is connected to the upper end of the vertical damping damper 202, and both are vertically arranged. The horizontal damping assembly comprises a horizontal air spring 203 and a horizontal damping damper 204. The horizontal air spring 203 is connected to the side end of the horizontal damping damper 204, and both are horizontally arranged. The pressure regulating assembly comprises an airtight tube 205. The airtight tube 205 is slidably connected with a pressure regulating plate 206. The airtight tube 205 is connected with the vertical air spring 201 and the horizontal air spring 203 through air guide tubes, so that the three are internally communicated. The air pressure is in balance. The outer end of the pressure regulating plate 206 is connected with a sealing rubber ring, which is used for ensuring the airtightness between the two cavities in the airtight tube 205. The side end of the airtight tube 205 is connected with a telescopic push rod 207. The telescopic push rod 207 is used for driving the pressure regulating plate 206 to move, so as to change the cavity size of the airtight tube 205, the vertical air spring 201 and the horizontal air spring 203. In this way, the air pressure can be adjusted, so as to adjust the elasticity of the vertical air spring 201 and the horizontal air spring 203, and the damping intensity of the adaptive damping unit 2 can be changed.

[0029] The connecting plate 208 is connected between the vertical damping assembly and the horizontal damping assembly. The connecting plate 208 is an L-shaped metal plate, which is connected with the upper end of the vertical air spring 201 and the side end of the horizontal damping damper 204, respectively. The adaptive damping unit 2 comprises a fixed plate 209, which is connected to the lower end of the vertical damping damper 202. The side end of the fixed plate 209 is connected with the metal connecting frame 3. The side end of the horizontal air spring 203 is connected with the rubber windscreen body 1. The telescopic push rod 207 is connected to the connecting plate 208. The side end of the telescopic push rod 207 is provided with a controller. The detection value of the acceleration sensor 5 is transmitted to the controller. The controller controls the operation of the telescopic push rod 207 according to the value, so as to adjust the damping intensity of the adaptive damping unit 2.

[0030] Working principle: when the train is not running, the vertical air spring 201 and the lateral air spring 203 are in the initial inflation state and have a certain initial stiffness, when the train starts and begins to run, the rubber baffle body 1 is vibrated due to track irregularities and other factors, the acceleration sensor 5 detects the vibration acceleration, which transmits the data to the controller, and the controller continuously adjusts the position of the pressure regulating plate 206 through the telescopic push rod 207 according to the real-time data, so as to adjust the elasticity of the vertical air spring 201 and the lateral air spring 203, for example, when the vibration amplitude increases, the controller increases the air pressure of the vertical air spring 201 and the lateral air spring 203, so that the air spring stiffness increases, thereby better resisting vibration, at the same time, the vertical damping damper 202 and the lateral damping damper 204 absorb vibration energy, so that the vibration decays rapidly, and the vibration is prevented from being transmitted to the adjacent carriages, so that the self-adaptive damping unit 2 can be flexible according to the actual situation to adapt to different vibrations and impacts, so as to ensure that the rubber baffle body 1 always maintains good shockproof performance, improves the comfort of train operation and the service life of the rubber baffle.

[0031] It is obvious for those skilled in the art that the present application is not limited to the details of the above exemplary embodiments, and can be implemented in other specific forms without departing from the spirit or essential characteristics of the present application. Therefore, the embodiments should be regarded as exemplary and non-limiting, and the scope of the present application is defined by the appended claims rather than the above description, and all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be included in the present application. Any reference signs in the claims should not be regarded as limiting the claims.

Claims

1. A rail transit rubber wind deflector adaptive shock absorption structure, comprising a rubber wind deflector body (1), characterized in that: The connecting mechanism is internally provided with a plurality of independent adaptive damping units (2), the adaptive damping unit (2) comprises a vertical damping assembly, a horizontal damping assembly and a pressure regulating assembly, the vertical damping assembly comprises a vertical air spring (201) and a vertical damping damper (202); The horizontal damping assembly comprises a horizontal air spring (203) and a horizontal damping damper (204); The pressure regulating assembly comprises an airtight tube (205), the airtight tube (205) is internally slidably connected with a pressure regulating plate (206), the airtight tube (205) is connected with a telescopic push rod (207) at the side end, and the vertical damping assembly and the horizontal damping assembly are connected with a connecting plate (208).

2. The self-adaptive shock absorbing structure of a rail transit rubber windscreen according to claim 1, characterized in that: The rubber windscreen body (1) adopts a multilayer rubber composite structure, the outer layer is a wear-resistant rubber layer, the middle layer is a damping rubber layer, and the inner layer is a sealing rubber layer.

3. The self-adaptive shock absorbing structure of a rail transit rubber windscreen according to claim 1, characterized in that: The connecting mechanism comprises a metal connecting frame (3) and a flexible connecting component (4), and the metal connecting frame (3) is connected with the vehicle at the side end.

4. The self-adaptive shock absorbing structure of a rail transit rubber windscreen according to claim 3, characterized in that: One end of the flexible connecting component (4) is connected with the metal connecting frame (3), and the other end is connected with the rubber windscreen body (1), the flexible connecting component (4) is internally provided with a groove, and the adaptive damping unit (2) is located in the groove.

5. The self-adaptive shock absorbing structure of a rail transit rubber windscreen according to claim 3, characterized in that: The adaptive damping unit (2) comprises a fixed plate (209), the fixed plate (209) is connected at the lower end of the vertical damping damper (202), the side end is connected with the metal connecting frame (3), the connecting plate (208) is an L-shaped metal plate, which is respectively connected with the upper end of the vertical air spring (201) and the side end of the horizontal damping damper (204), and the side end of the horizontal air spring (203) is connected with the rubber windscreen body (1).

6. The self-adaptive shock absorbing structure of a rail transit rubber windscreen according to claim 1, characterized in that: The airtight tube (205) is connected with the vertical air spring (201) and the horizontal air spring (203) through a gas guide pipe, the outer end of the pressure regulating plate (206) is connected with a sealing rubber ring, the telescopic push rod (207) is connected on the connecting plate (208), and the side end of the telescopic push rod (207) is provided with a controller.

7. The self-adaptive shock absorbing structure of a rail transit rubber windscreen according to claim 1, characterized in that: The acceleration sensor (5) is arranged between the rubber windscreen body (1) and the vehicle.

Images