Anti-vibration and anti-rust connecting plate structure of inner windshield of motor train unit

Abstract

The application discloses an anti-vibration and anti-abnormal-sound connecting plate structure of an internal windshield of a motor train unit, and relates to the technical field of rail vehicles.The structure comprises two connecting plate assemblies, each of which comprises a first connecting piece and a first clamping piece.The first connecting piece comprises a first bottom plate, two first vertical plates which are vertically and spaced apart arranged on the side surface of the first bottom plate, and two first arc plates which are respectively arranged on the side edges of the corresponding first vertical plates to form a clamping connection cavity; a plurality of first threaded holes are spaced apart arranged between the first arc plates; the first clamping piece comprises two parallel clamping plate pieces, a first connecting plate which is connected to the same side edges of the two clamping plate pieces, and a second connecting plate which is connected to the middle parts of the two clamping plate pieces.The application utilizes the self-designed connecting piece, clamping piece and clamping structure between the two to form the connecting plate structure of the internal windshield of the motor train unit, which can reduce frictional abnormal sound and enhance the connection stability, and can reduce relative displacement and vibration through structural optimization, and improve the reliability of the internal windshield under complex working conditions.

Description

Technical Field

[0001] This application relates to the field of rail vehicle technology, specifically to a vibration-resistant and noise-resistant windshield connecting plate structure for a high-speed train. Background Technology

[0002] Currently, during high-speed train operation, the inner windshield must withstand complex conditions such as high-speed airflow, vehicle vibration, and pressure changes when passing through tunnels. Existing inner windshield connecting plates have the following problems:

[0003] 1. Friction noise: When the train passes through the tunnel at high speed, the outer canopy deforms under stress, and the connecting plate and the fabric frame rub against each other due to relative displacement and vibration, resulting in abnormal noise.

[0004] 2. Insufficient rigidity: The traditional connection method between the connecting plate and the fabric frame is prone to excessive local tensile deformation, which affects the overall stability of the inner windshield.

[0005] 3. Displacement gap: The fit gap between the connecting plate and the fabric frame aggravates friction during vibration, and the existing structure lacks effective buffering and displacement compensation design.

[0006] Therefore, to meet practical needs, a vibration-resistant and noise-resistant windshield connecting plate structure for high-speed trains is now provided. Summary of the Invention

[0007] To address the shortcomings of existing technologies, the purpose of this application is to provide a vibration-resistant and noise-resistant windshield connecting plate structure for high-speed trains. By utilizing self-designed connectors, clamping components, and the clamping structure between them, a windshield connecting plate structure for high-speed trains is formed that reduces friction noise and enhances connection stability. Through structural optimization, relative displacement and vibration are reduced, thereby improving the reliability of the inner windshield under complex working conditions.

[0008] To achieve the above objectives, the technical solution adopted in this application is as follows:

[0009] A vibration-resistant and noise-resistant windshield connecting plate structure for a high-speed train, the windshield connecting plate structure comprising two connecting plate assemblies, each connecting plate assembly comprising a first connecting member and a first clamping member;

[0010] The first connector includes:

[0011] First base plate;

[0012] Two first upright plates are erected side by side at intervals on one side surface of the first base plate;

[0013] Two first arc plates are respectively set on the corresponding sides of the first upright plate. The first arc plates and the first bottom plate are respectively located on a set of symmetrical sides of the first upright plate. The concave surfaces of the two first arc plates are arranged opposite each other to form a clamping and connecting cavity.

[0014] The first arc plate is provided with multiple first threaded through holes at intervals;

[0015] The first clamping member includes:

[0016] Two parallel clamping plates;

[0017] A first connecting plate connects the two clamping plates on their symmetrical sides;

[0018] A second connecting plate connects the middle portions of the two clamping plates;

[0019] The two clamping plates and the second connecting plate form a clamping cavity;

[0020] The two clamping plates, the first connecting plate, and the second connecting plate form a structural cavity;

[0021] The first connecting plate and the two first arc plates form a buffer space, within which an arc-shaped rubber buffer strip is disposed, the arc-shaped rubber buffer strip being in close contact with the first connecting plate and the two first arc plates; wherein...

[0022] The first clamping member is located within the clamping connection cavity, and the outline of the clamping plate matches the inner outline of the first arc plate;

[0023] The first base plates of the two first connectors are connected, and the first upright plates and the first arc plate of the two first connectors are located on a set of symmetrical planes of the combination of the two first base plates.

[0024] One of the first clamping members is larger than the other first clamping member, and the smaller first clamping member is disposed within the space surrounded by the larger first clamping member.

[0025] Based on the above technical solution, the first base plate, the first upright plate, and the first arc plate of the first connector are integrally formed.

[0026] Based on the above technical solution, the clamping plate, the first connecting plate, and the second connecting plate are integrally formed.

[0027] Based on the above technical solution, the first base plates of the two first connecting members are connected by a bolt structure.

[0028] Based on the above technical solution, both the first connecting plate and the second connecting plate are arc-shaped plates.

[0029] Based on the above technical solution, the thickness of the first connecting plate is greater than the thickness of the second connecting plate.

[0030] Based on the above technical solution, the first arc plate includes a first end inclined plate, a first middle horizontal plate, and a first tail inclined plate;

[0031] The first end inclined plate, the first middle horizontal plate, and the first tail inclined plate form an arc-shaped plate structure;

[0032] The first tail ramp is connected to the first vertical plate;

[0033] The inner contour of the arc-shaped plate structure formed by the first end inclined plate, the first middle horizontal plate, and the first tail inclined plate matches the contour of the clamping plate.

[0034] Based on the above technical solution, the clamping plate is provided with a first groove along its length;

[0035] When the first clamping member is located in the clamping connection cavity, the end of the first end inclined plate is located in the first groove, and the contour of the end of the first end inclined plate matches the contour of the first groove.

[0036] Compared with the prior art, the advantages of this application are:

[0037] This application utilizes self-designed connectors, clamping components, and the clamping structure between them to form a windshield connecting plate structure for EMU trains that reduces frictional noise and enhances connection stability. Through structural optimization, relative displacement and vibration are reduced, thereby improving the reliability of the inner windshield under complex working conditions. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0039] Figure 1 This is a structural schematic diagram of the vibration-resistant and noise-resistant windshield connecting plate structure of a high-speed train according to an embodiment of this application.

[0040] Figure 2 This is an assembly diagram of the vibration-resistant and noise-resistant windshield connecting plate structure of a high-speed train according to an embodiment of this application.

[0041] Figure 3 This is a cross-sectional schematic diagram of the vibration-resistant and noise-resistant windshield connecting plate structure of a high-speed train according to an embodiment of this application.

[0042] Figure 4 This is a structural detail diagram of the vibration-resistant and noise-resistant windshield connecting plate structure of a high-speed train according to an embodiment of this application.

[0043] Figure 5 This is a cross-sectional schematic diagram of the first connecting member in the vibration-resistant and noise-resistant windshield connecting plate structure of the EMU according to an embodiment of this application;

[0044] Figure 6 This is a schematic diagram of the first connecting member of the vibration-resistant and noise-resistant windshield connecting plate structure of a high-speed train according to an embodiment of this application.

[0045] Figure 7 This is a cross-sectional schematic diagram of the first clamping member in the vibration-resistant and noise-resistant windshield connecting plate structure of the EMU according to an embodiment of this application;

[0046] In the picture:

[0047] 0. Connecting plate assembly; 1. First connecting piece; 10. First base plate; 11. First upright plate; 12. First arc plate; 120. First end inclined plate; 121. First middle horizontal plate; 122. First tail inclined plate; 13. Arc-shaped rubber buffer strip; 14. First threaded through hole; 2. First clamping piece; 20. Clamping plate; 200. First groove; 21. First connecting plate; 22. Second connecting plate; A. Clamping connection cavity; B. Clamping cavity; C. Structural cavity; D. Buffer space. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0049] The embodiments of this application will be further described in detail below with reference to the accompanying drawings.

[0050] This application provides a vibration-resistant and noise-resistant inner windshield connecting plate structure for high-speed trains. By utilizing self-designed connectors, clamping components, and the clamping structure between them, an inner windshield connecting plate structure for high-speed trains is formed that reduces friction noise and enhances connection stability. Through structural optimization, relative displacement and vibration are reduced, thereby improving the reliability of the inner windshield under complex working conditions.

[0051] To achieve the aforementioned technical effects, the overall concept of this application is as follows:

[0052] A vibration-resistant and noise-resistant windshield connecting plate structure for a high-speed train, the windshield connecting plate structure includes two connecting plate assemblies 0, the connecting plate assembly 0 includes a first connecting member 1 and a first clamping member 2;

[0053] The first connector 1 includes:

[0054] First base plate 10;

[0055] Two first upright plates 11 are erected side by side at intervals on one side surface of the first base plate 10;

[0056] Two first arc plates 12 are respectively disposed on the sides of the corresponding first upright plate 11. The first arc plates 12 and the first bottom plate 10 are respectively located on a set of symmetrical sides of the first upright plate 11. The concave surfaces of the two first arc plates 12 are arranged opposite to each other to form a clamping connection cavity A.

[0057] The first arc plate 12 is provided with a plurality of first threaded through holes 14 at intervals;

[0058] The first clamping member 2 includes:

[0059] Two parallel clamping plates 20;

[0060] A first connecting plate 21 connects the two clamping plates 20 on the same side;

[0061] A second connecting plate 22 connects the middle portions of the two clamping plates 20;

[0062] The two clamping plates 20 and the second connecting plate 22 form a clamping cavity B;

[0063] The two clamping plates 20, the first connecting plate 21, and the second connecting plate 22 form a structural cavity C;

[0064] The first connecting plate 21 and the two first arc plates 12 form a buffer space D. An arc-shaped rubber buffer strip 13 is disposed within the buffer space D, and the arc-shaped rubber buffer strip 13 is in close contact with the first connecting plate 21 and the two first arc plates 12.

[0065] The first clamping member 2 is located in the clamping connection cavity A, and the outline of the clamping plate 20 matches the inner outline of the first arc plate 12.

[0066] The first base plates 10 of the two first connecting pieces 1 are connected, and the first upright plates 11 and the first arc plate 12 of the two first connecting pieces 1 are located on a set of symmetrical planes of the assembly of the two first base plates 10.

[0067] One of the first clamping members 2 is larger than the other first clamping member 2, and the smaller first clamping member 2 is disposed within the space surrounded by the larger first clamping member 2.

[0068] The embodiments of this application will be further described in detail below with reference to the accompanying drawings.

[0069] See Figures 1-7 As shown in the figure, this application provides a vibration-resistant and noise-resistant windshield connecting plate structure for a high-speed train. The windshield connecting plate structure includes two connecting plate assemblies 0, and the connecting plate assembly 0 includes a first connector 1 and a first clamping member 2.

[0070] The first connector 1 includes:

[0071] First base plate 10;

[0072] Two first upright plates 11 are erected side by side at intervals on one side surface of the first base plate 10;

[0073] Two first arc plates 12 are respectively disposed on the sides of the corresponding first upright plate 11. The first arc plates 12 and the first bottom plate 10 are respectively located on a set of symmetrical sides of the first upright plate 11. The concave surfaces of the two first arc plates 12 are arranged opposite to each other to form a clamping connection cavity A.

[0074] The first arc plate 12 is provided with a plurality of first threaded through holes 14 at intervals;

[0075] The first clamping member 2 includes:

[0076] Two parallel clamping plates 20;

[0077] A first connecting plate 21 connects the two clamping plates 20 on the same side;

[0078] A second connecting plate 22 connects the middle portions of the two clamping plates 20;

[0079] The two clamping plates 20 and the second connecting plate 22 form a clamping cavity B;

[0080] The two clamping plates 20, the first connecting plate 21, and the second connecting plate 22 form a structural cavity C;

[0081] The first connecting plate 21 and the two first arc plates 12 form a buffer space D. An arc-shaped rubber buffer strip 13 is disposed within the buffer space D, and the arc-shaped rubber buffer strip 13 is in close contact with the first connecting plate 21 and the two first arc plates 12.

[0082] The first clamping member 2 is located in the clamping connection cavity A, and the outline of the clamping plate 20 matches the inner outline of the first arc plate 12.

[0083] The first bottom plates 10 of the two first connecting members 1 are connected, and the first vertical plates 11 and the first arc plates 12 of the two first connecting members 1 are located on a set of symmetry planes of the assembly of the two first bottom plates 10;

[0084] One of the first clamping members 2 has a size larger than the other first clamping member 2, and the first clamping member 2 with the smaller size is disposed in the space enclosed by the first clamping member 2 with the larger size.

[0085] It should be noted that, as shown in the accompanying drawings of the specification Figures 1-4 :

[0086] The cross-sectional structure of the two first clamping members 2,

[0087] One of the first clamping members 2 is a quasi-rectangular annular structure, and the first clamping member 2 located in the surrounding area thereof has a structure set according to actual requirements, which may be a U-like structure, or may be set to other structures according to actual requirements, but the cross-sectional structures of the two remain unchanged and consistent.

[0088] It should be noted that when the first bottom plates 10 of the two first connecting members 1 are assembled, the corresponding surfaces of the two are provided with a sawtooth structure, so as to increase the contact surface and friction force and improve the stability;

[0089] Similarly, the surface of the side of the arc-shaped rubber buffer strip 13 facing the first clamping member 2 is also configured as a sawtooth surface to improve the structural stability;

[0090] Furthermore, a bolt structure can be added to the first threaded through hole 14, and the bolt structure is screwed into the first threaded through hole 14, so as to press the clamping plate member 20 for adjusting the stability of the clamping structure.

[0091] In the embodiment of the present application, by using the self-designed connecting member, clamping member and the clamping structure between them, an inner windshield connection plate structure for an electric multiple unit is formed, which reduces frictional abnormal noise and enhances connection stability. Through structural optimization, relative displacement and vibration are reduced, and the reliability of the inner windshield under complex working conditions is improved, featuring convenient installation, firm connection, reduced frictional abnormal noise and the like.

[0092] Specifically, the first connecting member 1 is made of a high-strength aluminum alloy profile (or carbon fiber composite material) with an "L"-shaped or "几"-shaped cross section. The first bottom plate 10, the first vertical plate 11 and the first arc plate 12 form a profiling connection surface matching the first clamping member 2 (fitting the contour of the first clamping member 2) to reduce the fit clearance.

[0093] 1. Buffering and vibration reduction: When the folding shed is deformed under pressure, the arc-shaped rubber buffer strip 13 absorbs vibration energy through elastic deformation, reducing rigid collision between the first connecting member 1 and the first clamping member 2;

[0094] 2. Displacement compensation: The first threaded through hole 14 cooperates with the additionally provided adjusting bolt to allow the first connecting piece 1 and the first clamping piece 2 to move relative to each other within a certain range, so as to avoid stress concentration caused by forced rigid connection;

[0095] 3. Limiting and guiding: The fit between the contours of the first connector 1 and the first clamping member 2 restricts lateral displacement and ensures connection stability. At the same time, a self-lubricating coating can be set between the two to further reduce frictional resistance.

[0096] The advantages of the technical solution in this application are:

[0097] 1. Eliminate abnormal noise: The arc-shaped rubber buffer strip 13 and the self-lubricating coating reduce friction noise by more than 60% (compared to traditional structures);

[0098] 2. Enhanced rigidity: The contour between the first connector 1 and the first clamping member 2 increases the deformation resistance of the first connector 1 by 30% and reduces local tensile deformation;

[0099] 3. High adaptability: The first threaded through hole 14, together with the additional adjusting bolt, can adapt to the displacement requirements under different working conditions and extend the service life of the inner windshield.

[0100] Furthermore, the first base plate 10, the first upright plate 11, and the first arc plate 12 of the first connector 1 are integrally formed.

[0101] Furthermore, the clamping plate 20, the first connecting plate 21, and the second connecting plate 22 are integrally formed.

[0102] Furthermore, the first base plates 10 of the two first connecting members 1 are connected by a bolt structure.

[0103] Furthermore, both the first connecting plate 21 and the second connecting plate 22 are arc-shaped plates.

[0104] Furthermore, the thickness of the first connecting plate 21 is greater than the thickness of the second connecting plate 22.

[0105] Furthermore, the first arc plate 12 includes a first end inclined plate 120, a first middle horizontal plate 121, and a first tail inclined plate 122;

[0106] The first end inclined plate 120, the first middle horizontal plate 121, and the first tail inclined plate 122 form an arc-shaped plate structure;

[0107] The first tail ramp 122 is connected to the first vertical plate 11;

[0108] The inner contour of the arc-shaped plate structure formed by the first end inclined plate 120, the first middle horizontal plate 121, and the first tail inclined plate 122 matches the contour of the clamping plate 20.

[0109] Furthermore, the clamping plate 20 is provided with a first groove 200 along its length;

[0110] When the first clamping member 2 is located in the clamping connection cavity A, the end of the first end inclined plate 120 is located in the first groove 200, and the contour of the end of the first end inclined plate 120 matches the contour of the first groove 200.

[0111] In specific implementation, the technical solution based on the embodiments of this application is as follows:

[0112] (I) Component fabrication:

[0113] 1. Connecting plate body: such as the first connecting piece 1 and the first clamping piece 2, are made of 6061-T6 aluminum alloy extrusion molding, and the contoured connecting surface is matched with the outline of the clamping frame through processing;

[0114] 2. Buffer strip installation: The arc-shaped rubber buffer strip 13 is coated with environmentally friendly adhesive in the groove of the connecting plate, i.e. the buffer space D, and a custom-made wavy rubber strip is embedded to ensure a tight fit;

[0115] 3. Surface treatment: After sandblasting the contact surface, a PTFE coating with a thickness of 50-80μm is sprayed on.

[0116] (II) Installation steps:

[0117] 1. The fabric clamping frame, i.e. the first clamping member 2, is initially fixed to the connecting plate contoured connecting surface, i.e. the first arc plate 12 of the first connecting member 1, by bolts, and the bolts are adjusted to the middle position of the elongated hole;

[0118] 2. Install the inner and outer folding canopies, and connect the folding canopies to the transition plate using locking hooks and plates;

[0119] 3. Debugging stage: Simulate tunnel conditions on a high-speed test bench, and adjust the preload by using damping nuts until the abnormal noise disappears.

[0120] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0121] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0122] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A vibration-resistant and noise-resistant windshield connecting plate structure for high-speed trains, characterized in that, The windshield connecting plate structure includes two connecting plate assemblies (0), and the connecting plate assembly (0) includes a first connector (1) and a first clamping member (2); The first connector (1) includes: First base plate (10); Two first upright plates (11) are erected side by side at intervals on one side surface of the first base plate (10); Two first arc plates (12) are respectively set on the side of the corresponding first upright plate (11). The first arc plate (12) and the first bottom plate (10) are respectively located on a set of symmetrical sides of the first upright plate (11). The concave surfaces of the two first arc plates (12) are arranged opposite to each other to form a clamping connection cavity (A). The first arc plate (12) is provided with a plurality of first threaded through holes (14) at intervals; The first clamping member (2) includes: Two parallel clamping plates (20); A first connecting plate (21) connects the two clamping plates (20) on the same side; A second connecting plate (22) connects the middle parts of the two clamping plates (20); The two clamping plates (20) and the second connecting plate (22) form a clamping cavity (B); The two clamping plates (20), the first connecting plate (21), and the second connecting plate (22) form a structural cavity (C); The first connecting plate (21) and the two first arc plates (12) form a buffer space (D), and an arc-shaped rubber buffer strip (13) is disposed in the buffer space (D). The arc-shaped rubber buffer strip (13) is in close contact with the first connecting plate (21) and the two first arc plates (12); wherein, The first clamping member (2) is located in the clamping connection cavity (A), and the outline of the clamping plate (20) matches the inner outline of the first arc plate (12); The first base plates (10) of the two first connectors (1) are connected, and the first upright plates (11) and the first arc plate (12) of the two first connectors (1) are located on a set of symmetrical planes of the assembly of the two first base plates (10); One of the first clamping members (2) is larger than the other first clamping member (2), and the smaller first clamping member (2) is disposed in the space surrounded by the larger first clamping member (2).

2. The vibration-resistant and noise-resistant windshield connecting plate structure for high-speed trains as described in claim 1, characterized in that: The first base plate (10), the first upright plate (11), and the first arc plate (12) of the first connector (1) are integrally formed.

3. The vibration-resistant and noise-resistant windshield connecting plate structure for high-speed trains as described in claim 1, characterized in that: The clamping plate (20), the first connecting plate (21), and the second connecting plate (22) are integrally formed.

4. The vibration-resistant and noise-resistant windshield connecting plate structure for high-speed trains as described in claim 1, characterized in that: The first base plates (10) of the two first connectors (1) are connected by a bolt structure.

5. The vibration-resistant and noise-resistant windshield connecting plate structure for high-speed trains as described in claim 1, characterized in that: Both the first connecting plate (21) and the second connecting plate (22) are arc-shaped plates.

6. The vibration-resistant and noise-resistant windshield connecting plate structure for high-speed trains as described in claim 5, characterized in that: The thickness of the first connecting plate (21) is greater than the thickness of the second connecting plate (22).

7. The vibration-resistant and noise-resistant windshield connecting plate structure for high-speed trains as described in claim 1, characterized in that, The first arc plate (12) includes a first end inclined plate (120), a first middle horizontal plate (121), and a first tail inclined plate (122); The first end inclined plate (120), the first middle horizontal plate (121), and the first tail inclined plate (122) form an arc-shaped plate structure; The first tail ramp (122) is connected to the first vertical plate (11); The inner contour of the arc-shaped plate structure formed by the first end inclined plate (120), the first middle horizontal plate (121), and the first tail inclined plate (122) matches the contour of the clamping plate (20).

8. The vibration-resistant and noise-resistant windshield connecting plate structure for high-speed trains as described in claim 7, characterized in that: The clamping plate (20) is provided with a first groove (200) along its length; When the first clamping member (2) is located in the clamping connection cavity (A), the end of the first end inclined plate (120) is located in the first groove (200), and the contour of the end of the first end inclined plate (120) matches the contour of the first groove (200).

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