200results about "Buffer" patented technology

The subject of the invention is a a vehicle coupling shock absorbing device for coupling vehicles, having a rear element (3) and a U-shaped housing (1) containing a base wall (11), and side walls (12), where the base wall (11) is located at the side of the rear element (3); inside the housing (1) there is a stop plate (2) mounted slidingly, pin (10) mounted between the ends of the side walls (12) opposite the base wall (11), and a rod (4) running from the rear element (3) through an opening in the base wall (11) to the retaining plate (2), on which cushioning pads (5) are attached alternately with spacers 6, characterized in that the rear element (3) is a shock absorber.

The invention provides a steering hydraulic system which is characterized in that the system comprises a power unit, the power unit is connected with a plurality of damping hydraulic cylinders so as to provide power hydraulic oil for the damping hydraulic cylinders, and a control oil way of each damping hydraulic cylinder comprises a displacement closed-loop control oil way and a hydraulic cylinder damping oil way; pressure sensors are arranged in control oil ways of the damping hydraulic cylinders to monitor oil way pressure values in real time, and the electric control unit is in signal connection with the pressure sensors so as to correspondingly switch the control oil ways of the damping hydraulic cylinders according to the real-time oil way pressure detected by the pressure sensors. Therefore, different corresponding control oil ways are selected for the hydraulic system according to different vehicle running conditions.

A device (10) with a pulling and pushing device of a coupling system for a rail vehicle is provided with an outer casing (12) receiving a coupling flange (13) and having a stop element (24) arranged therein. Furthermore, the device (10) comprises a drawbar (22) mounted in the stop element so as to be displaceable in the axial direction (A), a connecting head (15) connected to the drawbar (22), and, between the connecting head and the stop element (24), preferably a plurality of spring elements (23) arranged in a row on the drawbar (22).The connecting head (15) is displaceably guided over a stroke (h) extending in the elastic region of the spring elements (23). It comprises an absorption means (30) that interacts with an absorption means (33) on the outer casing (12) in such a way that, upon impact with a defined impact force, the connecting head (15) engages with the outer casing (12) after the stroke (h) in an energy-absorbing manner. This allows the device to be provided with a short overall length.

The invention discloses a front end energy absorption structure for a railway vehicle, and relates to the technical field of vehicle engineering. In the front end energy absorption structure for the railway vehicle, a car coupler mounting seat is arranged on the front side of a main body frame in the longitudinal direction and can be slidably connected to the main body frame in the longitudinal direction, and an energy absorption device and a car coupler guide device are both fixed between the car coupler mounting seat and the main body frame in the longitudinal direction; the car coupler mounting seat comprises a main seat body; the transverse middle part of the main seat body is a main connecting part which is thicker than the two sides; a center hole is longitudinally formed in the center of the main connecting part in a penetrating mode and communicated with a coupler guiding device, and the periphery, located on the center hole, of the main connecting part is used for being connected with a coupler assembly. The part, directly connected with the coupler assembly, of the main seat body is a high-stress area relative to other positions, the structural requirement for connection of the coupler assembly is met through the thick main connecting part, the other parts are subjected to weight reduction, and the lightweight effect of the front end energy absorption structure can be improved while the structural stability is guaranteed.

The subject of the invention is an impact energy absorbing device, comprising a shock absorber (3) with a cylinder (3a) and piston rod (3b), a sleeve (1) to be cut and a machining tool (2) surrounding the sleeve (1) to be cut, for machining the surface of the sleeve (1) to be cut, characterized in that the sleeve (1) to be cut is a cylinder (3 a) of the shock absorber (3).

The invention discloses a railway wagon coupler buffer, and belongs to the technical field of coupler buffers, the coupler buffer comprises a buffer and a coupler knuckle arranged on the buffer, one end, far away from the coupler knuckle, of the buffer is fixedly provided with a slave seat plate, the coupler knuckle is sleeved with an impact seat, and auxiliary mechanisms are symmetrically arranged between the impact seat and the slave seat plate; the auxiliary mechanism comprises a connecting rod arranged on the impact seat, and a buffer cylinder used for being arranged on the connecting rod in a sleeving mode is installed on the seat plate. By designing multi-stage buffering, the situation that the single-stage load of the buffer is too heavy can be reduced, so that frequent application of limit load is reduced, the service life of the buffer is prolonged, each stage of buffering can play a role, the pressure of each impact stage is relieved, and when a vehicle is connected, the buffering effect is good. The buffer firstly provides softer buffering force to reduce the initial impact, and the buffering force can be gradually increased in the subsequent buffering stage so as to cope with stronger impact.

The invention provides an anti-jumping mounting structure of a hook buffer device. The coupler buffer device comprises a coupler tail frame and a coupler installed on the coupler tail frame. The coupler yoke mounting groove is formed in the vehicle body end; the mounting groove is U-shaped and is provided with a downward groove opening; the anti-jumping mounting structure comprises a guide plate, and the guide plate is mounted at an opening of the mounting groove and located on the lower portion of the coupler yoke; the plate surface of the guide plate can cover the width of the mounting groove, and an inserting groove is formed in the guide plate in the direction parallel to the extending direction of the mounting groove; and an inserting block is arranged on the coupler yoke and is arranged in the inserting groove.

The present invention relates to the technical field of anti-climbers, and provides a hydraulic shear-guided anti-climbing energy absorption device. The device comprises an energy absorption pipe, an anti-climbing portion, a first connection portion, a plurality of partition plates, and two guide plates. The anti-climbing portion is disposed at one end of the energy absorption pipe, and the first connection portion is disposed at the other end of the energy absorption pipe. In the axial direction of the energy absorption pipe, the plurality of partition plates are sequentially arranged in the interior of the energy absorption pipe to divide the interior of the energy absorption pipe into a plurality of first energy absorption cavities, and the plurality of first energy absorption cavities are each filled with a first honeycomb structure. In the vertical direction of the energy absorption pipe, the two guide plates are symmetrically arranged inside the energy absorption pipe. Each guide plate is obliquely arranged and is provided with a connection end and a free end disposed opposite to each other, the connection end is connected to the anti-climbing portion, and the free end sequentially passes through the plurality of partition plates and then extends out of the first connection portion. The anti-climbing energy absorption device provided in the present invention achieves ordered and controllable plastic deformation of the energy absorption pipe and the honeycomb structures along the longitudinal impact direction during the energy absorption phase, while enhancing the load bearing capacity of the anti-climbing energy absorption device in vertical and horizontal directions.

The invention relates to a car coupler floating connecting device which comprises a support, a bearing assembly, a supporting assembly, a guide cone and a guide channel. Wherein the support is fixed to the mechanical coupler, and the bearing assembly comprises a fixed seat and a rotating piece; the electric hook, the air pipe and the rotating piece are connected through the supporting assembly, can float in the up-down direction, the left-right direction and the like with the rotating piece as a fulcrum, and can also conduct motion compensation in the front-back direction with a through hole of the rotating piece as a channel. The guide cone and the guide channel are both arranged on the side supporting plate on the front side of the supporting assembly and are arranged opposite to the guide channel and the guide cone of the car coupler on the opposite side. Floating ranges of the electric hook and the air pipe in all directions are expanded, the problem that circuits and air paths are difficult to automatically connect under the working condition that the height difference of the locomotive coupler and the truck coupler is large is solved, and meanwhile the situation that electrical and air path connection is unstable due to the fact that the two couplers jump relatively and the coupling gap changes continuously after coupling is avoided.

The invention relates to a coupling rod for a rail vehicle, which extends along a longitudinal axis; having a first axial end, to which a coupling head is connected or can be connected; having a second axial end, to which a bearing bracket is connected or can be connected pivotably about a vertical axis; having a pull rod, a deformation tube and an inner tube, wherein the inner tube extends in the direction from the first axial end along the longitudinal axis as far as the deformation tube and, by way of a head portion facing away from the first axial end, enters the deformation tube, the deformation tube extends in the direction from the second axial end along the longitudinal axis as far as the inner tube and, by way of an expanded portion, engages around the head portion, said expanded portion being expanded in cross section in relation to an axial portion adjoining in the direction of the longitudinal axis, and the pull rod extends in the direction from the second axial end within the deformation tube in the direction of the longitudinal axis into the inner tube and is connected to the latter so as to be resistant to tension; wherein application of an impact force causes the inner tube to be able to be pushed in the direction of the longitudinal axis into the deformation tube, with the deformation tube being deformed. The coupling rod according to the invention is characterized in that the head portion of the inner tube is adjoined in the direction of the longitudinal axis by an axial guide element which extends radially within the axial portion of the deformation tube in the direction of the longitudinal axis.

The application belongs to the technical field of mine equipment, and discloses a hook unhooking assembly, which comprises a connecting frame, a hook groove and a hook head arranged side by side at the front end of the connecting frame, a pin, a reset ejection unit and an unhooking unit, a sliding groove is arranged on the hook head corresponding to one side wall of the hook groove, and the pin is slidingly arranged in the sliding groove; the reset ejection unit is arranged between the pin and the hook head, and the front end of the pin is kept in an extended state under normal conditions by the reset ejection unit; the unhooking unit is arranged between the pin and the hook head, and the unhooking unit drives the pin to retract into the sliding groove. The application also discloses a hook unhooking device and a mine car. The application has the advantages of reasonable structure design, convenient and fast assembly, convenient production and manufacturing of components, and the ability to meet the functions of buffering and multidirectional automatic leveling, and is more practical.

The present invention relates to a piston rod end for absorbing forces on a linear actuator in a train coupler, the piston rod end comprising a housing (2) enclosing a cavity (23) with a bottom surface (24), the cavity (23) extending in a longitudinal direction in the housing(2), -an elongated insert (3) arranged at least partly inside the cavity (23) of the first portion (P), a spring (5) arranged inside the cavity (23), and a fastening device (4) comprising a transversal element (41) and a longitudinal slot (42) forming a play, one being arranged in the housing and the other in the insert, and configured to cooperate in such a way that the transversal element extends into the slot in a transversal direction in relation to the housing and is movable in the play. The invention also relates to a piston assembly and to a sealing method for sealing the piston rod end.

The present invention provides a multi-degree-of-freedom coupler buffer system status monitoring device. The monitoring device is adapted to be installed on the coupler buffer. The status monitoring device structure includes a fixed seat, an angle sensor component, etc. The fixed seat includes a fixed arm, and a guide rod arranged on the fixed arm, and the guide rod is arranged in a vertical direction; the adapter arm is installed on the angle sensor component, and a hole structure is arranged along its length direction, and the guide rod is located in the hole structure. If the fixed arm is installed on the shell, the angle sensor component is rotatably installed on the force transmission rod; if the fixed arm is installed on the force transmission rod, the angle sensor component is rotatably installed on the shell. The monitoring device provided by the present invention can monitor the status of a multi-degree-of-freedom buffer system, solving the problem that the multi-degree-of-freedom buffer system cannot be monitored at present.

An apparatus for providing a barrier between a first rail car and a second rail car connected to the first rail car by a coupling includes a support assembly and a brush member. The support assembly includes a holding member, and is configured to be mounted on the first rail car. The brush member has a spine and a plurality of bristles extending from the spine. The spine of the brush member is received by the holding member of the support assembly such that the plurality of bristles occupy space above the coupling when the support assembly is mounted on the first rail car, thereby forming the barrier.

The invention discloses a rail train system with telescopic buffering carriages. The rail train system aims at achieving dynamic transfer of passengers and goods under the condition that a trunk train is not stopped. The system comprises a trunk train continuously running on a trunk line, a short-distance train connected between a station and the trunk line, and a telescopic buffering compartment arranged at the front end of the short-distance train. A plurality of gas-liquid buffer units which are arranged in an annular array are arranged in the telescopic buffer carriage, and multidirectional impact energy in the dynamic butt joint process can be absorbed; a groove-pawl type one-way locking mechanism and a plane contact type sealing valve are arranged at the front end of the carriage, so that rigid connection and channel sealing after butt joint are ensured; a through channel and a passenger conveying belt are arranged in the compartment, and rapid and safe transfer of personnel in the two workshops can be achieved after locking. Through the operation process of docking-transfer-separation during running, running time loss and line trafficability waste caused by the fact that a train stops at a station are thoroughly eliminated, the transportation efficiency, operation flexibility and energy utilization efficiency of a rail transit system are remarkably improved, and the method is suitable for high-speed, high-frequency and high-reliability rail transit scenes.

A shock absorbing coupling device for coupling vehicles, having a back plate (3) and a U-shaped housing (1) containing a base wall (11), and side walls (12) with guides (13), wherein the base wall (11) is located on the side of the back plate (3), a thrust plate (2) being slidably mounted in the interior of the housing (1), the thrust plate (2) being mounted via guiding elements (8) located in the guides (13) of the side walls (12), a pin (10) being fixed between the ends of the side walls (12) opposite to the base wall (11), and a rod (4) runs from the back plate (3) through an opening in the base wall (11) to the thrust plate (2), on which shock-absorbing inserts (5) are mounted alternately with spacers (6), the back plate (3) and the base wall (11) of the housing (1) are connected by at least one locking pin (9).

A combined buffer, comprising a group of energy absorbers, a group of wedge mechanisms and a group of connectors installed in a housing; the energy absorbers include a group of polymer elastic elements and a group of metal spacers; the wedge mechanisms include hollow pressing blocks, wedge blocks, hollow seats and the upper chamber of the housing; the connectors include mandrels, nuts and thread connection anti-loosening parts; the energy absorbers and the wedge mechanisms are fixedly connected to the housing through the connectors. The beneficial effects are: having a higher energy absorption rate than the existing elastomer buffer; having better dynamic performance than the existing elastomer buffer; being simple in use and maintenance operations and having high reliability.

The present invention relates to an energy absorbing and dissipating device for vehicle coupling having a fork (3), wherein the fork (3) has a pin (7) mounted therein for mounting the lug assembly (1) connecting the vehicle coupling head, and on the rear side of the fork (3) a pin is mounted with a set of shock-absorbing inserts (11), the set of inserts (11) on the side of the fork (3) being secured by a stop plate (5), constituting a limiter for movement in the coupling pulling direction, and on the opposite side by a back plate (6) and a locking element (13), and the entire structure is closed by a locking element (10) mounted inside the housing (4), constituting a limiter for movement in the coupling pushing direction, the device additionally having a housing (4) in which the other components can move slidingly. The characteristic feature of the device is that the housing (4) is shaped like a sleeve, there is a mounting ring (4) on the outside of the housing (2); the mounting ring (2) has a flange part (2a) with screw holes (2a) for mounting to the vehicle wall and with cutting knives (14) for cutting the housing surface (4), middle part (2b) for guiding the housing (4), breakaway part (2c); the mounting ring (2) is mounted to the housing (2) using the breakaway part (2c).

The application belongs to the technical field of buffers, and particularly relates to a longitudinal traction buffer device for a road-rail vehicle, which comprises a coupler, a buffer, a from-plate and a coupler tail frame. The buffer comprises a cylinder, a No. 1 piston, a connecting frame, a traction guide rod, a conversion unit. When the traction guide rod of the buffer is impacted and moves left, the No. 1 piston moves left, extrudes hydraulic oil and pushes the No. 2 piston. Since the No. 2 spring is arranged between the baffle and the No. 2 piston, when the No. 2 piston is pushed, the No. 2 piston extrudes the No. 2 spring, and the impact force is shared as the elastic potential energy of the No. 2 spring, so that the purpose of sharing the buffer force is achieved. Similarly, when the traction guide rod moves right, the effect of sharing the buffer force can also be achieved.

There is provided a method for detecting failure of a gas-hydraulic damper for a rail vehicle, comprising: —receiving a first input signal (S1) indicative of a stroke related parameter of the gas-hydraulic damper determined at a first time instance, —determining a first stroke value·based on the first input signal (S1). —receiving, at least one second input signal (Si), wherein each subsequent signal (Si) is indicative of a respective stroke related parameter measured at a respective subsequent time instance, —determining a respective stroke value based on each of the second input signals (Si), —determining a stroke value over time based on the determined stroke values, and —determining that there is a failure of the gas-hydraulic damper if the stroke value over time, fulfils a first criterion. Also provided are a system, a gas-hydraulic damper and computer program product.

The invention relates to a mounting interface (1) for attaching supporting components (2) to a buffer (10) of a rail vehicle (4), which comprises a mounting body (1) with a component fastening region (1a) and an attachment region (1b) that is different therefrom, wherein the component fastening region (1a) is equipped with fastening elements and / or holes (5) for attaching the components (2), and wherein the attachment region (1b) is formed in such a manner that it can be fastened to at least two fastening points at the rear side of a buffer flange (11) using buffer screws (12). The invention also relates to a buffer system and to a rail vehicle comprising such a mounting interface.

A shear-off device for a train coupler comprising a safety ring (2) having an inner periphery (7) formed with a thread (8) for threaded engagement, and further comprising a radially inwards depending shear flange (9), the shear flange (9) reaching in radial direction from the inner periphery (7) towards the centre axis (C) of the safety ring, the shear flange having a flange base (10) adjoining the inner periphery (7) and a flange point (11) reaching radially inside of the inner periphery (7).

The invention relates to a railway tank car group and a marshalling method thereof, in particular to a railway tank car group formed by double car fixed marshalling and a marshalling method thereof, and solves the problem that a part of manholes in a tank body and a crane pipe cannot be aligned to the upper position due to a lengthened car. The railway tank car set comprises a front railway tank car and a rear railway tank car which are connected through a traction rod and arranged in a front-back mirror symmetry mode. The front railway tank car comprises a tank body, a first-position traction bolster device, a second-position traction bolster device, a coupler buffer device and two groups of bogies; a manhole is formed in the top center of the tank; the first-position traction and bolster device and the second-position traction and bolster device are located below the front end and the rear end of the tank body respectively and fixedly connected with the tank body. The rear end of the coupler buffer device is fixedly connected with the one-position traction bolster device; the two groups of bogies are respectively positioned below the first-position traction bolster device and the second-position traction bolster device; the center distance between the manholes in the two tank bodies is equal to the distance between the two crane pipes; and the distance between the outer sides of the front and rear ends of the two coupler buffer devices is equal to the total length of two coupled conventional standard railway tank cars.

The present invention belongs to the technical field of coupler buffers, and in particular relates to a gas-liquid buffer; the gas-liquid buffer comprises a cylinder body, a plunger assembly, and a throttling member; a measuring assembly is axially connected to the outer peripheral side of the closed end of the cylinder body, the measuring assembly comprises a measuring tube, a first accommodating chamber is formed inside the measuring tube, a displacement sensor capable of measuring the displacement of the gas-liquid buffer, and a pressure sensor capable of measuring the oil pressure in the first liquid chamber are provided in the first accommodating chamber; when the gas-liquid buffer is pressurized, the plunger assembly moves toward the closed end, the volume of the first liquid chamber decreases, the oil in the first liquid chamber enters the second liquid chamber, the pressure sensor monitors the pressure of the oil in the first liquid chamber in real time, and the displacement sensor monitors the displacement of the plunger assembly during the compression process in real time; whether the gas-liquid buffer has a fault can be judged without disassembling the gas-liquid buffer.

A cushioning device includes a first housing with a first wall, a first extremity, a first open end and a first hollow interior. A second housing includes a second wall, a second extremity, a second open end and a second hollow interior, the second hollow interior sized to receive the first wall therewithin. A spring is disposed within each of the first and second hollow interiors between the first extremity and the second extremity. The first and the second housings are designed for a reciprocal linear movement relative to each other between a first position where the first open end being disposed at a distance from the second extremity and a second position where the first open end being disposed in a direct contact with the second extremity. The cushioning device may be installed within a sill of a railcar to cushion buff or draft forces from a coupler.

A novel double-limited rotary damping structure for a coupler includes a hook body and a base, and is characterized in that: a rotary damping mechanism is symmetrically arranged on each side of the base, and the front end surface of the base between the two rotary damping mechanisms is a centrally symmetrical wedge-shaped surface. When a train collision occurs, the positioning surface of the hook body cooperates with the wedge-shaped surface of the base to achieve positioning. Through the rotary damping mechanism of the coupler, the deflection tendency of the coupler is effectively limited during a train collision, so that the coupler can correctly transmit the longitudinal collision interface force, and the crushing area of ​​the vehicle structure can function correctly, orderly and controllably, thereby realizing the passive safety protection function of the vehicle. By applying the completely different mechanical properties of the gas-liquid plunger under quasi-static and dynamic conditions, this collision anti-rotation device scheme is designed and implemented to reduce the design and modification costs, and has great promotion and practical value.

The invention provides a coupler buffer device. The coupler buffer device adopts a tight-lock coupler, the coupler comprises a coupler head and a coupler handle integrated with the coupler head, and a first through hole is formed in the coupler handle; the coupler yoke comprises a main body part and a frame body part integrated with the main body part, and the main body part is used for being connected with a coupler and provided with a second through hole; the buffer unit is arranged on the frame body part; wherein the first through hole is provided with a rubber bearing, the second through hole is opposite to a bearing hole of the rubber bearing, and a coupler yoke pin penetrates through the second through hole and the bearing hole to connect the coupler with the coupler yoke. A novel coupling form between the tight-lock coupler and the coupler yoke is provided, and the tight-lock coupler can be used for a 25G passenger car and a 25K passenger car through the coupling form.

Rail vehicle fluid damper (1) comprising a container in which a guide bearing (6) is arranged at the head side and a piston (3) which, with a piston rod (4), can be moved into the container with a plate-shaped head (5) passing through the guide bearing (6), wherein a fluid medium (7) in a liquid state which is under static prestress is arranged in the container, and a reference piece (9) which is in direct contact with the fluid medium (7) is arranged in the container, characterized in that a sensor (15) is coupled to the reference piece (9) in such a way that the pressure of the fluid medium (7) can be measured and in that the sensor (15) is arranged on a side of the reference piece (9) which is facing away from the pressure.

The present invention relates to a railway damper valve assembly (10, 10', 10'') comprising - a valve body (11) with a primary chamber (12) for connecting to a hydraulic flow passage (13); - a sleeve (20) slidably arranged on an outer circumference of the valve body (11) and delimiting the primary chamber (12); - a spring (15) configured to bias the sleeve (20) towards a meeting surface (16) on a stop (17) to reach a closed position, said closed position being a position where the primary chamber (12) is outwardly sealed for preventing a flow of hydraulic fluid from the primary chamber (12) out of the valve assembly (10, 10', 10'') between the meeting surface (16) and the sleeve (20); wherein the valve assembly (10, 10', 10'') is pressure-balanced by the spring (15) such that a predetermined opening pressure of hydraulic fluid in the primary chamber (12) causes the sleeve (20) to move away from the meeting surface (16), thereby enabling a flow of hydraulic fluid from the primary chamber (12) in a radial direction (R) out of the valve assembly (10, 10', 10''). The invention also relates to a railway damper (100) comprising such a railway damper valve assembly (10, 10', 10'').