Rail transit damping device convenient to combine and dock

Abstract

The utility model provides a kind of rail transit shock absorber of convenient combination butt joint use, including first casing, the outside fixed mounting of first casing has splicing mechanism, the outside of first casing is installed with second casing by splicing mechanism, longitudinal damping mechanism is fixedly installed in the inner bottom of first casing and second casing, during the application of this technical solution, by setting splicing mechanism, the quick combination of first casing and second casing can be realized during use, the number of second casing can also be flexibly increased according to actual shock absorption demand, forming the structure of multiple sets of shock absorption units working together, to improve the overall shock absorption protection performance, adapt to different use scene demand Effect, solve the problem that shock absorber single set of shock absorption structure capacity is limited and cannot be quickly combined in use in prior art, difficult to meet the individualized shock absorption demand of heavy haul train, complex track working condition etc.

Description

Technical Field

[0001] This utility model relates to the field of rail transit technology, and in particular to a rail transit shock absorption device that is easy to combine and connect for use. Background Technology

[0002] In the modern transportation system, rail transit has become a core component of long-distance land transportation and medium- and short-distance urban public transportation due to its advantages of large capacity, high efficiency and low pollution. Whether it is the high-speed railway connecting cities or the subway and light rail shuttling through urban streets, their operating vehicles rely on specific tracks to achieve stable operation. The stability and safety of the track system directly determine the quality of train operation, the passenger riding experience and the structural safety of surrounding ground buildings.

[0003] During the operation of rail transit systems, the dynamic interaction between train wheels and rails generates continuous vibration and impact. This vibration not only leads to accelerated wear and shortened service life of rail components, but also transmits it to the surrounding ground through the rail foundation, causing long-term impacts on the walls and foundations of buildings along the line, and even causing environmental problems such as noise pollution. Therefore, as the core component for suppressing vibration and absorbing shock in rail transit systems, the performance of shock absorbers is of paramount importance. High-quality shock absorbers can effectively absorb the vibration energy between wheels and rails, reduce the transmission of vibration to the ground and buildings, and significantly improve the smoothness of train operation, while reducing component wear and maintenance costs.

[0004] To meet the vibration reduction performance requirements of rail transit systems, the industry has carried out a large amount of related technology research and development. Among them, Chinese patent with announcement number "CN223344531U" discloses a "multi-stage vibration reduction rail transit shock absorber". This device sets up an installation base and vibration reduction components, and uses structures such as limit crossbars, movable cylinders, and vibration reduction springs to construct a two-stage vibration reduction mechanism. It aims to improve the vibration reduction effect through the synergistic effect of multi-stage vibration reduction. At the same time, it is equipped with adjustment components to realize flexible adjustment of the installation height, which optimizes the applicability and vibration reduction performance of the shock absorber to a certain extent.

[0005] However, in practical applications, the aforementioned multi-stage vibration damping rail transit dampers still have obvious defects and shortcomings, making it difficult to fully match the complex and ever-changing rail transit operation requirements. The damping performance of this device relies entirely on a single set of two-stage damping mechanisms. When facing scenarios with higher damping requirements, such as heavy-load trains and complex track conditions (e.g., uneven rails and turnout areas), the damping effect of a single set of structures is difficult to meet the requirements. Furthermore, the existing design does not consider the rapid splicing and collaborative working mechanism of multiple sets of dampers, and cannot flexibly increase the number of damping units according to actual damping needs, resulting in limited overall damping protection performance and difficulty in adapting to the personalized damping needs of different lines and different train models.

[0006] Meanwhile, the device cannot achieve comprehensive vibration reduction in multiple directions, making it difficult to cope with the complex stress scenarios in rail transit operation. In actual rail transit operation, the interaction between train wheels and rails generates forces and vibrations in multiple directions: in straight sections, in addition to vertical pressure and vibration, factors such as uneven wheel roundness and uneven rail joints can cause horizontal impact forces; in curved sections, the centrifugal force of the train can cause the wheels to generate lateral vibration forces that tilt inward on the rails; in addition, longitudinal impact vibrations are generated during train start-up and braking. The vibration damping components in the aforementioned patent are mainly designed for vertical vibration reduction, and do not effectively constrain and absorb vibrations and impact forces in multiple directions such as horizontal, lateral, and longitudinal. As a result, under complex stress conditions, the vibration damper cannot fully suppress vibration transmission, which not only affects the service life of the track structure and train components, but may also exacerbate the impact on surrounding buildings due to undamped multi-directional vibrations. It is evident that the existing technology has certain defects and shortcomings, and therefore, it needs to be improved. Utility Model Content

[0007] To address the aforementioned problems, this utility model proposes a rail transit vibration damping device that is easy to assemble and connect, in order to more accurately solve the problems described above.

[0008] This utility model is achieved through the following technical solution:

[0009] This utility model proposes a convenient combination and docking rail transit vibration reduction device, including a first housing, an assembly mechanism fixedly installed on the outside of the first housing, a second housing installed on the outside of the first housing through the assembly mechanism, a longitudinal vibration reduction mechanism fixedly installed at the bottom of the first and second housings, a lateral vibration reduction mechanism fixedly installed in the middle of the first and second housings, a support column fixedly installed on the top of the lateral vibration reduction mechanism, and an installation plate fixedly installed on the top of the support column.

[0010] The assembly mechanism includes an annular rail, which is fixedly installed on the middle of the outer surface of the first housing and the second housing. Several sliders are slidably connected at equal intervals inside the annular rail. An installation rail is fixedly installed on the outside of the sliders inside the annular rail on the first housing. An installation block is fixedly installed on the inside of the sliders inside the annular rail on the second housing. The installation block is slidably connected to the inside of the installation rail. Both sides of the installation rail are threadedly connected to installation screws. The ends of the installation screws pass through the installation rail and are threadedly connected to the outside of the installation block.

[0011] Furthermore, the bottom of the mounting plate has mounting holes arranged in a ring at equal intervals, and the mounting holes are countersunk holes. The outer corners of the mounting plate are all rounded. The internal cavity of the mounting block and the mounting rail are convex in shape when viewed from above. The cross-sectional shape of the internal cavity of the slider and the ring rail is also convex.

[0012] Furthermore, the longitudinal damping mechanism includes a base, which is fixedly installed at the bottom of the first housing and the second housing. The top of the base has an installation groove, and longitudinal damping springs are fixedly installed in the installation groove in a ring at equal intervals. A support plate is fixedly installed on the top of the longitudinal damping springs.

[0013] Furthermore, longitudinal dampers are fixedly installed at equal intervals in a ring at the bottom of the support plate, and the longitudinal damping spring is sleeved on the outside of the longitudinal dampers.

[0014] Furthermore, the lateral damping mechanism includes a mounting ring, which is fixedly installed in the middle of the first housing and the second housing. An outer ring hinge ball is rotatably connected to the inner side of the mounting ring at equal intervals. A side plate is fixedly installed on the inner side of the outer ring hinge ball. A lateral damping spring is fixedly installed on the inner side of the side plate. A side plate is also fixedly installed on the inner side of the lateral damping spring. An inner hinge ball is fixedly connected to the inner side of the side plate located at the inner end of the lateral damping spring. The inner end of each damping spring is hinged to a base block through the inner hinge ball. The support column is fixedly connected to the top of the base block.

[0015] Furthermore, lateral dampers are fixedly connected to the inner sides of each side plate, and the lateral damping spring is sleeved on the outer side of the lateral damper.

[0016] Furthermore, a chassis is fixedly installed at the bottom of the base block, and lubricating balls are rotatably connected at equal intervals to the top of the support plate. The bottom of the chassis and the top of the lubricating balls on the support plate are fitted together.

[0017] The beneficial effects of this utility model are:

[0018] 1. During the application of this technical solution, by setting up an assembly mechanism, the first shell and the second shell can be quickly combined during use. The number of the second shell can also be flexibly increased according to the actual vibration reduction requirements, forming a structure in which multiple sets of vibration reduction units work together. This achieves the effect of improving the overall vibration reduction and protection performance and adapting to the needs of different usage scenarios. It solves the problem that the single set of vibration reduction structure of the existing vibration reduction device has limited capacity and cannot be quickly combined for use, making it difficult to meet the personalized vibration reduction needs of heavy-load trains, complex track conditions, etc.

[0019] 2. During the application of this technical solution, by setting up a longitudinal damping mechanism in conjunction with a lateral damping mechanism, it can not only cope with vertical, horizontal, and lateral vibrations respectively during use, but also assist in damping with the lateral damping mechanism during longitudinal damping, further improving the damping effect. At the same time, the hinged structure ensures smooth force transmission, and the lubrication structure reduces frictional resistance to ensure smooth damping process, thereby achieving the effect of multi-directional comprehensive damping and improving damping stability. This solves the problems of existing damping devices being unable to handle multi-directional forces, having limited unidirectional damping effect, and being prone to affecting the track structure and surrounding buildings due to vibration transmission. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the multi-group combination structure of this utility model;

[0021] Figure 2 This is a schematic diagram of the two combined state structures of this utility model;

[0022] Figure 3 This is a schematic diagram of the disassembled structure of this utility model;

[0023] Figure 4 This is a schematic diagram of the lateral shock absorption mechanism of this utility model;

[0024] Figure 5 This is a schematic diagram of the longitudinal damping mechanism of this utility model.

[0025] In the diagram: 1. First housing; 2. Assembly mechanism; 21. Circular rail; 22. Slider; 23. Mounting rail; 24. Mounting block; 25. Mounting screw; 3. Second housing; 4. Support column; 5. Mounting plate; 6. Longitudinal damping mechanism; 61. Base; 62. Mounting groove; 63. Longitudinal damping spring; 64. Support plate; 65. Longitudinal damper; 66. Lubricating ball; 7. Lateral damping mechanism; 71. Mounting ring; 72. Outer ring hinge ball; 73. Side plate; 74. Lateral damping spring; 75. Inner hinge ball; 76. Base block; 77. Lateral damper; 78. Chassis; 8. Mounting hole. Detailed Implementation

[0026] 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.

[0027] Example 1

[0028] A convenient combination and docking rail transit vibration damping device includes a first housing 1, an assembly mechanism 2 fixedly installed on the outside of the first housing 1, a second housing 3 installed on the outside of the first housing 1 through the assembly mechanism 2, a longitudinal vibration damping mechanism 6 fixedly installed at the bottom inside the first housing 1 and the second housing 3, a lateral vibration damping mechanism 7 fixedly installed in the middle of the first housing 1 and the middle of the second housing 3, a support column 4 fixedly installed on the top of the lateral vibration damping mechanism 7, and an installation plate 5 fixedly installed on the top of the support column 4.

[0029] The assembly mechanism 2 includes an annular rail 21, which is fixedly installed on the middle of the outer surface of the first housing 1 and the second housing 3. A plurality of sliders 22 are slidably connected at equal intervals inside the annular rail 21. An installation rail 23 is fixedly installed on the outer side of the sliders 22 inside the annular rail 21 on the first housing 1. An installation block 24 is fixedly installed on the inner side of the sliders 22 inside the annular rail 21 on the second housing 3. The installation block 24 is slidably connected to the inside of the installation rail 23. Installation screws 25 are threadedly connected to both sides of the installation rail 23. The end of rod 25 is threaded through the mounting rail 23 and the outer side of mounting block 24. During the application of this device, the assembly mechanism 2 enables flexible combination and docking of the first housing 1 and the second housing 3. When multiple sets of devices are needed to work together to improve the shock absorption effect, the position of mounting rail 23 and mounting block 24 can be adjusted by the cooperation of the annular rail 21 and the slider 22 in the assembly mechanism 2. The mounting block 24 on the second housing 3 is slid into the mounting rail 23 on the first housing 1, and then connected by the threaded connection of mounting screw 25. The two are fixed together, thus completing the combination of the first shell 1 and the second shell 3. When dealing with the vibration generated by the operation of rail transit, the longitudinal damping mechanism 6 at the bottom of the first shell 1 and the second shell 3 can play a damping role for vertical vibration, while the lateral damping mechanism 7 in the middle of the shell can buffer horizontal or lateral vibration. The vibration force is transmitted to the support column 4 through the mounting plate 5, and then to the lateral damping mechanism 7 through the support column 4. Together with the longitudinal damping mechanism 6, they achieve the damping effect. Through this structural design, the device can quickly combine multiple shells according to actual use needs, improve the overall damping capacity, and solve the problem of limited damping effect of existing single damping devices. At the same time, the separate setting of the longitudinal and lateral damping mechanisms 7 can specifically deal with vibration in different directions, further optimize the damping performance, ensure the stability of rail transit during operation, reduce the impact of vibration on the track and surrounding structures, and the setting of the assembly mechanism 2 makes the device combination operation convenient, adapts to the use needs of different scenarios, and improves the practicality and applicability of the device.

[0030] Combination Figures 1-3 and Figure 5As shown, mounting holes 8 are arranged in a ring at equal intervals on the bottom of the mounting plate 5. The mounting holes 8 are countersunk holes. The outer corners of the mounting plate 5 are all rounded. The internal cavities of the mounting block 24 and the mounting rail 23 are convex in shape when viewed from above. The internal cavities of the slider 22 and the ring rail 21 are also convex in shape. The longitudinal damping mechanism 6 includes a base 61, which is fixedly installed at the bottom of the first housing 1 and the second housing 3. The top of the base 61 has a mounting groove 62. The longitudinal damping springs 63 are fixedly installed in a ring at equal intervals inside the mounting groove 62. The top of the longitudinal damping springs 63 is fixedly installed with a support plate 64. The bottom of the support plate 64 is fixedly installed with a longitudinal damper 65 arranged in a ring at equal intervals. The longitudinal damping springs 63 are sleeved on the outside of the longitudinal damper 65.

[0031] The technical solutions described in the embodiments of this application, during the application of this device, through the setting of a specific structure of the mounting plate 5, mounting block 24, slider 22 and longitudinal damping mechanism 6, enable stable installation and assembly during use, and efficiently buffer vertical vibration. In the installation and fixing stage, the mounting holes 8 arranged in a ring at the bottom of the mounting plate 5 can be adapted to the fixing bolts. The countersunk hole design can avoid the bolt head protruding and affecting the installation stability, and the external arc-shaped edges can reduce the risk of personnel bumping into each other during installation. When assembling the shell, the top view shape of the convex internal cavity of the mounting block 24 and the mounting rail 23, and the cross-sectional shape of the convex internal cavity of the slider 22 and the annular rail 21, can ensure that the mounting block 24 is not easily deviated when sliding in the mounting rail 23 and the slider 22 is sliding in the annular rail 21, improving the accuracy and stability of the assembly and docking. When dealing with vertical vibration, the base of the longitudinal damping mechanism 6 The base 61 provides the installation foundation for the overall structure. The longitudinal damping spring 63 in the mounting groove 62 at the top of the base 61 can absorb vibration energy through elastic deformation. The longitudinal damping spring 63, sleeved on the outside of the longitudinal damper 65, can work together with the longitudinal damper 65. The longitudinal damper 65 can reduce the rebound frequency of the longitudinal damping spring 63 and avoid the secondary vibration caused by repeated spring rebound. At the same time, the support plate 64 can bear the force transmitted from above and distribute it to the longitudinal damping spring 63 and the longitudinal damper 65, further optimizing the vertical damping effect. Through these structural designs, the device is safer and more stable during installation, the shell assembly is more precise and reliable, and the vertical damping is more efficient. It effectively reduces the impact of vibration on the device itself and the surrounding structure, improves the practicality and safety of the device during use, and meets the requirements of installation stability and damping performance of the damping device in the rail transit scenario.

[0032] Example 2

[0033] Combination Figures 1-4As shown, the lateral damping mechanism 7 includes a mounting ring 71, which is fixedly installed in the middle of the first housing 1 and the second housing 3. An outer ring hinge ball 72 is rotatably connected to the inner side of the mounting ring 71 at equal intervals. A side plate 73 is fixedly installed on the inner side of the outer ring hinge ball 72. A lateral damping spring 74 is fixedly installed on the inner side of the side plate 73. A side plate 73 is also fixedly installed on the inner side of the lateral damping spring 74. An inner hinge is fixedly connected to the inner side of the side plate 73 located at the inner end of the lateral damping spring 74. The inner ends of each damping spring are hinged to the base block 76 via the inner hinge ball 75. The support column 4 is fixedly connected to the top of the base block 76. Lateral dampers 77 are fixedly connected between the inner sides of the side plates 73. Lateral damping springs 74 are sleeved on the outer side of the lateral dampers 77. The bottom of the base block 76 is fixedly installed with the chassis 78. The top of the support plate 64 is rotatably connected with lubricating balls 66 at equal intervals. The bottom of the chassis 78 and the top of the lubricating balls 66 on the support plate 64 are in close contact.

[0034] In the above-described embodiments of this application, the device, through the provision of a lateral damping mechanism 7 and a matching chassis 78 and lubricating balls 66, can efficiently cope with horizontal or lateral vibrations during use, while ensuring the smoothness of force transmission. When the rail transit generates horizontal or lateral forces, the force is transmitted to the base block 76 via the support column 4. The base block 76 drives the inner side plate 73 to move via the inner hinge ball 75. The inner side plate 73 then pushes the lateral damping spring 74 and the lateral damper 77. At this time, the outer side plate 73 moves synchronously with the extension and retraction of the lateral damping spring 74. The outer ring hinge ball 72 inside the mounting ring 71 rotates flexibly with the movement of the outer side plate 73, ensuring that the lateral damping spring 74 and the lateral damper 77 can extend and retract smoothly. The lateral damping spring 74 absorbs lateral vibrations through elastic deformation. The energy, and the lateral damper 77 fitted on its outer side, slows down the spring rebound frequency and avoids secondary vibration, thus achieving a lateral damping effect. At the same time, the chassis 78 at the bottom of the base block 76 and the lubricating ball 66 at the top of the support plate 64 are in contact. When the base block 76 moves with vibration, the lubricating ball 66 can reduce the frictional resistance between the chassis 78 and the support plate 64, allowing the chassis 78 to move flexibly with the base block 76 and avoiding friction jamming that affects the smoothness of the damping process. Through these structural designs, this device can specifically buffer lateral vibration, reduce the impact of lateral force on the device and track structure, and the setting of the lubricating ball 66 further ensures the stability of the damping process, improves the efficiency and reliability of lateral damping, meets the needs of multi-directional damping in rail transit scenarios, and enhances the overall practical performance of the device.

[0035] The working principle and advantages of this utility model are as follows: When multiple sets of shock-absorbing devices need to be combined to improve the shock absorption effect during application, firstly, operate the assembly mechanism 2 of this device to push the slider 22 inside the annular rail 21 on the first housing 1, so that the mounting rail 23 fixed on the outside of the slider 22 moves to the position corresponding to the second housing 3. Then, push the slider 22 inside the annular rail 21 on the second housing 3, so that the mounting block 24 fixed on the inside of the slider 22 aligns with the entrance of the mounting rail 23, and slide the mounting block 24 into the mounting rail 23. The convex cavity design ensures that the mounting block 24 is slid into the mounting rail 23. 4. When sliding within the mounting rail 23, no lateral displacement occurs, ensuring docking accuracy. After the mounting block 24 is fully slid into the mounting rail 23, rotate the mounting screws 25 on both sides of the mounting rail 23 so that the ends of the mounting screws 25 pass through the mounting rail 23 and are threadedly connected to the outside of the mounting block 24. Through the fastening action of the mounting screws 25, the mounting rail 23 and the mounting block 24 are fixed, thereby realizing the combined docking of the first housing 1 and the second housing 3. If more sets of shock absorption devices are needed, the above steps can be repeated to connect the newly added second housing 3 to the already combined first housing 1 through the assembly mechanism 2.

[0036] After the first housing 1 and the second housing 3 are combined, the shock absorber is connected to the external track structure through the mounting plate 5 of this device. The mounting holes 8 at equal intervals in a ring at the bottom of the mounting plate 5 are used to insert fixing bolts. The countersunk hole design can avoid the bolt head protruding and affecting the installation stability. The outer corners of the mounting plate 5 are rounded to reduce the risk of personnel being bumped and injured during the installation process. By passing the fixing bolt through the mounting holes 8 and connecting it to the external track structure, the overall installation and fixing of the shock absorber can be completed.

[0037] When the train generates vertical vibration and pressure, the vibration force is transmitted to the mounting plate 5, and then to the base block 76 through the support column 4. The base block 76 transmits the force downward to the chassis 78. At the same time, the vertical vibration generates a tensile force that acts on the lateral damping spring 74. Due to the hinge, when there is longitudinal extension or contraction, the lateral damping spring 74 can be pulled simultaneously, causing the lateral damping spring 74 to assist in damping and further disperse the vertical vibration energy. When the support plate 64 is subjected to downward pressure, it will compress the longitudinal damping spring fixed at its bottom. The longitudinal damping spring 63 and the longitudinal damper 65 are used to absorb vertical vibration energy through their own elastic deformation. The longitudinal damper 65 is sleeved inside the longitudinal damping spring 63, which can reduce the vibration frequency of the longitudinal damping spring 63 and avoid secondary vibration caused by repeated spring rebound, further weakening the vertical vibration transmission. When the vibration force is weakened, the longitudinal damping spring 63 restores its deformation, which drives the support plate 64, chassis 78, base block 76, column 4 and mounting plate 5 to reset. At the same time, the lateral damping spring 74 also returns to its original shape, completing the longitudinal damping process.

[0038] When the train generates horizontal impact force while traveling in a straight line or lateral vibration force while traveling on a curve, the force is transmitted to the base block 76 through the mounting plate 5 and the support column 4. The outer side of the base block 76 is connected to the side plate 73 through the inner hinge ball 75. The inner hinge ball 75 can rotate at multiple angles to adapt to the transmission of lateral forces in different directions. The bottom of the chassis 78 is in contact with the lubricating ball 66 on the support plate 64. When the lateral damping spring 74 is triggered, the lubricating ball 66 can play a lubricating role, reducing the frictional resistance between the chassis 78 and the support plate 64, ensuring that the chassis 78 moves flexibly with lateral vibration. When the lateral force pushes the base block 76, the base block 76 drives the connected side plate 73 to move through the inner hinge ball 75. The side plate 73 presses down... The lateral damping spring 74 and lateral damper 77 are located on the outer side. The lateral damping spring 74 absorbs horizontal and lateral vibration energy through elastic deformation, while the lateral damper 77 can suppress the rebound speed of the lateral damping spring 74 and reduce the vibration generated by the spring rebound. At the same time, the outer ring hinge ball 72 on the inner side of the mounting ring 71 is fixedly connected to the outer side plate 73 and can rotate flexibly with the movement of the side plate 73, ensuring that the lateral damping spring 74 and lateral damper 77 can smoothly expand and contract, avoiding the impact of structural jamming on the damping effect. When the lateral force disappears, the lateral damping spring 74 returns to its original shape, driving the side plate 73, inner hinge ball 75, base block 76, support column 4 and mounting plate 5 to reset, completing the lateral damping process.

[0039] This technical solution, by setting up an assembly mechanism 2, enables the rapid combination of the first shell 1 and the second shell 3 during use. Furthermore, the number of second shells 3 can be flexibly increased according to actual vibration reduction requirements, forming a structure with multiple sets of vibration reduction units working collaboratively. This solves the problem in the prior art where existing vibration reduction devices have limited single-set vibration reduction capabilities and cannot be quickly combined for use. Through the cooperation of the longitudinal vibration reduction mechanism 6 and the lateral vibration reduction mechanism 7, it can not only cope with vertical and horizontal / lateral vibrations respectively, but also further improve the vibration reduction effect by using the lateral vibration reduction spring 74 to assist in longitudinal vibration reduction. The multi-angle rotation design of the inner hinge ball 75 and the outer ring hinge ball 72... The design ensures that lateral forces can be smoothly transmitted to the damping components. The lubricating balls 66 reduce frictional resistance during lateral damping, ensuring a smooth damping process. This solves the problem that existing devices in the background technology cannot handle multi-directional forces and have limited unidirectional damping effects. The countersunk hole and rounded corner design of the mounting plate 5 improves the stability of the connection with the external track and reduces installation risks. The support column 4 stably transmits vibration forces, ensuring that the damping components respond quickly. Therefore, this device can comprehensively improve the overall damping and protection performance, adapt to the personalized damping needs of different lines and different vehicle types, significantly improve the practicality and adaptability of rail transit damping devices, and effectively make up for the shortcomings of existing devices.

[0040] The scope of protection of this application does not involve improvements to the electronic components of the device or equipment. Therefore, the working principles of each electronic component are not described in detail here. The electronic components in this application are all conventional electronic components used in the prior art. They are all conventional technical means in the prior art, and the application of the prior art is very mature. Therefore, they will not be elaborated here.

[0041] Of course, there may be other implementations of this utility model. Based on this implementation, other implementations obtained by those skilled in the art without any creative effort are all within the scope of protection of this utility model.

Claims

1. A conveniently assembled and connected rail transit vibration damping device, characterized in that, The first housing (1) is fixedly installed on the outside of the first housing (1). A second housing (3) is installed on the outside of the first housing (1) through the assembly mechanism (2). A longitudinal damping mechanism (6) is fixedly installed at the bottom inside the first housing (1) and the second housing (3). A lateral damping mechanism (7) is fixedly installed in the middle of the first housing (1) and the middle of the second housing (3). A support column (4) is fixedly installed on the top of the lateral damping mechanism (7). A mounting plate (5) is fixedly installed on the top of the support column (4). The assembly mechanism (2) includes an annular rail (21), which is fixedly installed on the middle of the outer surface of the first housing (1) and the second housing (3). A number of sliders (22) are slidably connected at equal intervals inside the annular rail (21). An installation rail (23) is fixedly installed on the outside of the sliders (22) inside the annular rail (21) on the first housing (1). An installation block (24) is fixedly installed on the inside of the sliders (22) inside the annular rail (21) on the second housing (3). The installation block (24) is slidably connected to the inside of the installation rail (23). Both sides of the installation rail (23) are threadedly connected to the installation screws (25). The end of the installation screws (25) passes through the installation rail (23) and is threadedly connected to the outside of the installation block (24).

2. The rail transit vibration damping device according to claim 1, characterized in that, The bottom of the mounting plate (5) is provided with mounting holes (8) arranged in a ring at equal intervals. The mounting holes (8) are countersunk holes. The outer corners of the mounting plate (5) are all rounded. The internal cavity of the mounting block (24) and the mounting rail (23) are convex in shape when viewed from above. The internal cavity cross-section of the slider (22) and the ring rail (21) is also convex in shape.

3. The rail transit vibration damping device according to claim 1, characterized in that, The longitudinal damping mechanism (6) includes a base (61), which is fixedly installed at the bottom of the first housing (1) and the second housing (3). The top of the base (61) is provided with an installation groove (62), and longitudinal damping springs (63) are fixedly installed in the installation groove (62) in a ring at equal intervals. A support plate (64) is fixedly installed on the top of the longitudinal damping springs (63).

4. A conveniently assembled and connected rail transit vibration damping device according to claim 3, characterized in that, The bottom of the support plate (64) is fixedly equipped with longitudinal dampers (65) arranged in a ring at equal intervals, and the longitudinal damping spring (63) is sleeved on the outside of the longitudinal damper (65).

5. A conveniently assembled and connected rail transit vibration damping device according to claim 4, characterized in that, The lateral damping mechanism (7) includes a mounting ring (71), which is fixedly installed in the middle of the first housing (1) and the second housing (3). An outer ring hinge ball (72) is rotatably connected to the inner side of the mounting ring (71) at equal intervals. A side plate (73) is fixedly installed on the inner side of the outer ring hinge ball (72). A lateral damping spring (74) is fixedly installed on the inner side of the side plate (73). A side plate (73) is also fixedly installed on the inner side of the lateral damping spring (74). An inner hinge ball (75) is fixedly connected to the inner side of the side plate (73) located at the inner end of the lateral damping spring (74). The inner end of each damping spring is hinged to a base block (76) through the inner hinge ball (75). The support column (4) is fixedly connected to the top of the base block (76).

6. A conveniently assembled and connected rail transit vibration damping device according to claim 5, characterized in that, Lateral dampers (77) are fixedly connected to the inner sides of the side discs (73), and the lateral damping springs (74) are sleeved on the outer side of the lateral dampers (77).

7. A conveniently assembled and connected rail transit vibration damping device according to claim 6, characterized in that, The base block (76) is fixedly mounted with a chassis (78), and the top of the support plate (64) is rotatably connected with lubricating balls (66) at equal intervals. The bottom of the chassis (78) and the top of the lubricating balls (66) on the support plate (64) are fitted together.

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